draft cornwall strategy for powered two wheelers · 2014-01-06 · 3 3.1 motorcycle sales,...
TRANSCRIPT
Draft Cornwall Strategy for Powered Two
Wheelers
CONTENTS
1.0 Executive Summary................................................................................................................................... i
2.0 Introduction .............................................................................................................................................. 1
3.0 Background ............................................................................................................................................... 2 3.1 Motorcycle sales, registrations and use – United Kingdom ........................................................................ 3 3.2 Motorcycle registrations – Cornwall.......................................................................................................... 6 3.3 Motorcycle rider casualties ......................................................................................................................... 8 3.4 Motorcycle casualties in Cornwall .............................................................................................................. 8
4.0 Methodology............................................................................................................................................ 11 4.1 Introduction ............................................................................................................................................... 11 4.2 Consultation............................................................................................................................................... 11 4.3 On line survey............................................................................................................................................ 11 4.4 Meetings with officers................................................................................................................................ 12 4.5 Motorcycle parking survey ........................................................................................................................ 12
5.0 Cornwall Motorcycle Survey Results.................................................................................................... 13 5.1 Results........................................................................................................................................................ 13
6.0. Priority measures for motorcycling ...................................................................................................... 18 6.1 Vision......................................................................................................................................................... 18 6.2 Issues ......................................................................................................................................................... 18 6.3 Consultation............................................................................................................................................... 20 6.4 Recommendations...................................................................................................................................... 20
7.0 Motorcycle Parking ................................................................................................................................ 22 7.1 Vision......................................................................................................................................................... 22 7.2 Issues ......................................................................................................................................................... 22 7.3 Consultation............................................................................................................................................... 23 7.4 Recommendations...................................................................................................................................... 24 7.5 Motorcycle parking best practice .............................................................................................................. 25
8.0 Motorcycle theft ...................................................................................................................................... 28 8.1 Vision......................................................................................................................................................... 28 8.2 Issues ......................................................................................................................................................... 28 8.3 Consultation............................................................................................................................................... 30 8.4 Recommendations...................................................................................................................................... 30
9.0 Highway and traffic issues ..................................................................................................................... 32 9.1 Vision......................................................................................................................................................... 32 9.2 Issues ......................................................................................................................................................... 32 9.3 Consultation............................................................................................................................................... 32 9.4 Recommendations...................................................................................................................................... 45
10.0 Integration and Mobility ........................................................................................................................ 46 10.1 Vision....................................................................................................................................................... 46 10.2 Issues ....................................................................................................................................................... 46 10.3 Recommendations .................................................................................................................................... 47
11.0 Trail Riding and off-road riding ........................................................................................................... 49 11.1 Vision....................................................................................................................................................... 49 11.2 Issues ....................................................................................................................................................... 49 11.3 Consultation............................................................................................................................................. 50 11.4 Recommendations .................................................................................................................................... 51
12.0 Road Safety and Training ...................................................................................................................... 52 12.1 Vision....................................................................................................................................................... 52 12.2 Background.............................................................................................................................................. 52 12.3 Consultation............................................................................................................................................. 52 12.4 Recommendations .................................................................................................................................... 53
13.0 Public Consultation......................................................................................................................... 55 13.1 Vision....................................................................................................................................................... 55 13.2 Issues - Consultation................................................................................................................................ 55 13.3 Recommendations .................................................................................................................................... 55
14.0 Road Safety Case Studies ............................................................................................................. 56 14.1 Wacker Quay A374.................................................................................................................................. 56 14.2 Camborne ................................................................................................................................................ 58
15.0 Conclusions.............................................................................................................................................. 60
16.0 Summary of Recommendations............................................................................................................. 62 16.1 Short Term ............................................................................................................................................... 62 16.2 Medium Term........................................................................................................................................... 63 16.3 Long Term................................................................................................................................................ 66
17.0 References................................................................................................................................................ 67
Appendix 1 – Definitions of Motorcycle Type.................................................................................................. 68
Appendix 2: Casualty Rates by Road User Type and Severity, 1992-2002 .................................................. 69
Appendix 3: Cornwall Motorcycle Survey on-line Questionnaire ................................................................ 72
Appendix 4: Comparison of Motorcycle, Petrol Car and Diesel Car Running Costs................................... 73
Appendix 5: Trail Riders Fellowship Code of Conduct .................................................................................. 80
Appendix 6: Survey of Motorcycle Parking at Railway Stations ................................................................... 81
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1.0 Executive Summary 1.0.1 Cornwall County Council is required by the Department for Transport to produce a
second Local Transport Plan to cover the period 2006 to 2011. This will replace the first Local Transport Plan published in July 2000. In January 2004, Cornwall County Council appointed the Transport Research Laboratory to work with them to study motorcycling in Cornwall and produce a strategy for this mode of transport. This will then form the basis for drafting the motorcycling section of the second Local Transport Plan.
1.0.2 The production of this strategy has involved a comprehensive data collection and
public consultation exercise. This has involved
• Consultation with local riders through a Motorcyclists Forum • A web based survey of motorcycle users to determine rider profile and motorcycle
use • Motorcycle parking surveys at railway stations • Meetings with Council Officers and Devon and Cornwall Police • Studying two sites where there have been a cluster of motorcycle collisions
1.0.3 From this work a number of key themes emerged which could be grouped under one
of the following headings.
• Priority measures for motorcycling • Motorcycle parking • Motorcycle theft • Highway and traffic issues • Integration and mobility • Trail riding and off-road riding • Road safety and training • Public consultation
1.0.4 A vision has been drafted for each subject. This serves as a stated objective as to
what the strategy is aiming to achieve. The strategy then sets out the actions the Council needs to take to achieve the vision. The recommendations are outputs, the attainment of the vision would be the outcome.
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2.0 Introduction 2.0.1 Motorcycles are a legitimate part of the traffic mix and need to be taken into account
when devising transportation policies and projects. They provide the rider with mobility, offering access to employment opportunities, education and training and healthcare. They are also one of the most vulnerable modes of transport.
2.0.2 In recent years, the use of motorcycles as a mode of transport has risen in
prominence. This has been in response to continuing concern regarding motorcycle casualties, increases in their sales and use, recognition that they are an affordable mode of transport and may have a role to play in tackling social exclusion. Motorcycles make up less than 1% of road traffic, but suffer 14% of deaths and serious injuries (Department of the Environment, Transport and the Regions, 2000). There is also interest in the contribution they can make in tackling road traffic growth and the damaging impact that this is having upon the environment, economy and public health. In recognition of the above, Cornwall County Council commissioned the Transport Research Laboratory to work with them to produce this document. The Council has begun the process of integrating motorcycles into its wider transportation strategy.
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3.0 Background 3.0.1 The consultation paper Developing an Integrated Transport Policy’, published in
August 1997, made it clear that the Department of Environment, Transport and the Regions wished to explore whether there is scope for motorcycles to contribute to the Government’s wider transport objectives. Following this, the 1998 Transport White Paper ‘A New Deal for Transport: Better for Everyone’ mentioned that ‘Mopeds and motorcycles can provide an alternative means of transport for many trips. Where public transport is limited and walking unrealistic, for example in rural areas, motorcycling can provide an affordable alternative to the car, bring benefits to the individual and widen their employment opportunities’.
3.0.2 Whilst recognising the advantages of motorcycling in some circumstances, it noted
that their wider benefits are dependant upon journey purpose, type of motorcycle used and the mode of transport that the rider has switched from. The White Paper acknowledged that mopeds and small motorcycles may produce benefits if they substitute for car use, but not if people switch from already sustainable modes of transport such as walking, cycling or public transport.
3.0.3 The Government has responded by setting up the Government Advisory Group on
Motorcycling (AGM). The Final Report of this group (Advisory Group on Motorcycling, 2004) was published in August 2004. It set out the work of the AGM and its Task Forces and makes a series of recommendations to Government.
3.0.4 As this Strategy was being produced, the Government also published “Full Guidance
on Local Transport Plans Second Edition’ (Department for Transport, 2004). This mentioned that ‘motorcycling is on the increase as a means of transport, including urban commuting, and riding for leisure’. The guidance states that authorities should ‘work to understand the nature of this issue and work with police, motorcycle groups and health services to promote interventions’. By setting up the Cornwall Motorcyclist’s Forum and producing this Strategy, this is work that the County Council has already begun.
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3.1 Motorcycle sales, registrations and use – United Kingdom 3.1.1 Over the last ten years, the number of motorcycles licensed and registered has
grown significantly. As shown in Table one below, between 1993 and 2003, the number of all vehicles licensed in the UK rose by 26%. By comparison, the number of motorcycles licensed rose by 53%, from 744,000 to 1,135,000 vehicles (National Statistics, 2003).
Table one: Vehicles Licensed 1993 to 2003 (thousands)
Year Cars Taxis Motor Cycles
Three wheelers
Light Goods Goods
Buses & coaches
Agricultural vehicles etc
Other vehicles
All Vehicles
1993 20,755 32 744 36 1,943 587 153 294 282 24,826
1994 21,199 32 721 34 1,951 575 154 285 281 25,231
1995 21,394 33 702 31 1,949 556 153 282 268 25,369
1996 22,238 34 739 30 2,000 555 158 286 263 26,302
1997 22,832 35 752 28 2,055 556 161 286 269 26,974
1998 23,293 36 814 27 2,105 551 161 285 267 27,538
1999 23,975 37 889 26 2,167 564 168 288 254 28,368
2000 24,406 38 954 24 2,204 583 173 287 229 28,898
2001 25,126 39 1,010 22 2,276 603 172 284 216 29,747
2002 25,782 39 1,070 21 2,343 625 173 292 213 30,557
2003 26,240 39 1,135 19 2,434 639 175 304 222 31,207Source: Transport Statistics Bulletin, Vehicle Licensing Statistics 2003, National Statistics, 2003 3.1.2 According to figures produced by the Motorcycle Industry Association, 155,693 new
motorcycles were registered in 2003. As shown in table two below, mopeds were the most common type of new registrations, representing 23% (36,345) of the total. New registrations of naked and sports/touring motorcycles were similar in number, 18.8% and 17.3%. A description of each motorcycle type is given in Appendix 1.
Table two: Registration figures for motorcycles 2003
Motorcycle type 2003 end of year new registrations number
2003 end of year new registrations percent
Mopeds 36,345 23.3% Naked (unfaired) 29,321 18.8% Sports/touring 27,022 17.3% Touring 16,336 10.5% Scooter 16,089 10.3% Trail/enduro 12,675 8.1% Custom 9,417 6.0% Adventure 2,008 2.9% Supersport 3,474 2.2% Unspecified 569 0.4% TOTAL 155,693 100.0%
Source: Motorcycle Industry Association, Press Release, April 2004 New Registration Figures for Motorcycles, Mopeds and Scooters
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3.1.3 Whilst new motorcycle registrations provide a useful indication upon trends in the UK motorcycle fleet, of most interest is actual motorcycle use. It should be borne in mind that many motorcycle riders are car owners as well, despite owning a new motorcycle, the car may still be the vehicle they use most.
3.1.4 As shown in table three, over the period 1992 to 2002, all motor vehicle traffic
increased from 412.1 billion vehicle kilometres to 485.9 billion vehicle kilometres, an increase of 17.9%. Over the same period, car and taxi use increased by 16.1%, motorcycle use by 13.3%.
Table three (a): Road traffic by vehicle type, 1992 to 2002. Billion vehicle kilometres
Vehicle type
1992 19931 1994 1995 1996 1997 1998 1999 2000 2001 2002
Cars and taxis 338 338.1 345 351.1 359.9 365.8 371.4 377 376.32 382.3 392.4
Motor cycles etc 4.5 3.8 3.8 3.7 3.8 4 4.1 4.5 4.6 4.8 5.1
Larger buses and coaches
4.6 4.6 4.6 4.9 5 5.2 5.3 5.3 5.2 5.2 5.2
Light vans 3 41.2 41.6 43.4 44.5 46.2 48.6 50.9 51.6 52.3 53.6 55
Goods vehicles 4
2 axles rigid 11.4 10.7 10.8 10.7 10.9 11 11.2 11.6 11.7 11.5 11.6
3 axles rigid 1.4 1.4 1.4 1.6 1.6 1.6 1.9 1.7 1.7 1.8 1.8
4 or more axles rigid
1.4 1.5 1.5 1.5 1.5 1.5 1.6 1.5 1.4 1.4 1.5
3 and 4 axles artic 3.9 3.6 3.6 3.3 3.3 3.2 3 2.9 2.7 2.5 2.3
5 axles artic 4.3 5.7 5.7 6.4 6.6 7.1 7.4 7.2 6.6 6.4 6.4
6 or more axles artic
1.4 1.5 1.8 2 2.3 2.5 2.9 3.3 4.1 4.5 4.8
All 23.8 24.1 25.5 25.4 26.2 26.8 27.9 28.1 28.2 28 28.3
All motor vehicles 412.1 412.2 421.5 429.7 441.1 450.3 459.6 466.5 466.5 473.9 485.9
Pedal cycles 4.7 4 4 4.1 4.1 4.1 3.9 4.1 4.1 4.2 4.4
1. From 1993 the data have been estimated using the new expansion factors and the new methodology for measuring road lengths. See the ‘Special Note’ on table 4.7 in the Notes and Definitions of Section 4. They are not directly comparable with the figures for 1992 and earlier.
2. The decline in use of cars and taxis in 2000 was due to the fuel dispute. 3. Not exceeding 3,500 kgs gross vehicle weight. 4. Over 3,500 kgs gross vehicle weight.
Source:http://www.dft.gov.uk/stellent/groups/dft_control/documents/contentservertemplate/dft_index.hcst?n=9038&l=4 3.1.5 Just as total distance travelled by motorcycle has increased, so too have average trip
lengths. Over the period 1989/91 to 1999/01, average trip lengths for motorcyclists increased by 59% from 6.1 miles to 9.7 miles, accordingly average journey time increased from 17 to 24 minutes. Average speeds also increased from 21 to 24 mph (Department for Transport, 2003).
3.1.6 As shown in the pie chart below, in 1992/2001, the main reasons for making a trip by
motorcycle were for work, business, or education, these accounted for 58% of all motorcycling trips. Visiting friends accounted for 15% of trips and shopping 12%.
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Figure One: Motorcycle trip purpose
Source: Department for Transport 3.1.7 In the 1992/2001 National Travel Survey sample, men were nearly 7 times more
likely to make a motorcycle trip than women. Men aged 16 to 29 were the heaviest users of motorcycles in terms of both the number of trips made, 10.1 trips per week, and distance travelled, 83 miles per week.
3.1.8 Motorcycle use is seasonal, respondents from the National Travel Survey were more
likely to make a motorcycle trip in the summer months of May to August than the winter months of November to January.
Motorcycle trips by purpose; 1992/2001
Work, business and education
58%
Shopping12%
Other personal business and escort
7%
Visit friends15%
Other Leisure8%
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3.2 Motorcycle registrations – Cornwall Table Three (b): Motorcycle stock: Government Office Region, 1994-2003
Region
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2003 rate/ 1000 popn
North East
17
17
18
19
22
25
29
31
33
36
14.2
North West
65
62
66
68
75
83
91
95
100
107
15.7
Yorks & Humber
58
57
59
60
64
71
78
83
90
96
19.2
East Midlands
60
59
61
62
67
74
81
86
93
99
23.3
West Midlands
61
60
63
64
69
73
79
85
92
98
18.4
East of England
88
87
90
92
99
106
113
118
124
130
23.8
London
67
67
74
80
89
98
106
110
110
114
15.4
South West
96
92
95
96
103
110
117
124
129
137
27.4
South East
124
121
127
130
141
153
163
173
182
192
23.8
All England
636
620
652
671
728
793
856
905
955
1008
20.2
Scotland
29
29
31
33
36
41
45
47
52
56
11.1
Wales
26
25
27
28
30
33
35
38
41
45
15.3
Region Unknown
30
28
29
21
19
22
17
20
22
25
Great Britain
721
702
739
752
814
889
954
1010
1070
1135
19.6
Source: DVLA/DfT 3.2.1 The South West has the largest motorcycle fleet in the UK. In 2003, there was 27.4
motorcycles per thousand population this is significantly the UK average of 19.6. Table Three (c) Motorcycle Registrations in Cornwall 1993 to 2003
Year Number registered
1993 9500 1994 9100 1995 8500 1996 8600 1997 8400 1998 8800 1999 9600 200 10200 2001 10900 2002 11600 2003 12800
Source: Cornwall County Council
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3.2.2 Motorcycles in Cornwall make up 1% of all road traffic. The number of motorcycles registered in Cornwall in 2003 was 12,800, this represents an increase of 34.7% based on 1993 figures. However, the number registered in 2003 is significantly lower than the number registered in 1982, the figure then was 18400.
Figure Two: Motorcycle Registrations in Cornwall 1993 to 2003
Motorcycle registrations in Cornwall 1993 to 2003
0
2000
4000
6000
8000
10000
12000
14000
1993 1994 1995 1996 1997 1998 1999 200 2001 2002 2003
Year
Num
ber
8
3.3 Motorcycle rider casualties National Trends 3.3.1 ‘Road Casualties Great Britain 2002 Annual Report’ was published by the
Department for Transport on 2nd October 2003. It provides detailed information on the number of people killed and injured in road accidents in Great Britain in 2002. The statistics deal mainly with personal road injury accidents on public roads attended by the police or reported to the police within 30 days of the accident occurring. Fatalities refer to casualties who died within 30 days of the accident. They are compiled by date of accident.
3.3.2 It was reported that 3,431 people were killed on Britain’s roads in 2002, 1 per cent less than in 2001. The number of people seriously injured fell to 35,976, 3 per cent lower than in 2001. Total casualties in 2002 were 302,605, 3 per cent fewer than in 2001. In 2002, the number of people killed or seriously injured was 17 per cent below the 1994-98 average, it is the Government’s target to achieve a 40 per cent reduction in this figure by 2010 (Department for the Environment, Transport and the Regions, 2000).
3.3.3 In 2002, the number of casualties among users of motorcycles fell by 2 per cent compared with 2001 but the number of deaths rose by 4 per cent to 609. Serious injuries rose by 3 per cent. However, the overall casualty rate per hundred million vehicle kilometres fell because of increases in traffic.
3.3.4 As this document was being produced, the Government published ‘National Statistics on road casualties in Great Britain in 2003’. This reported that there were 28,411 two-wheel motor vehicle users casualties in 2003, 58 more than in 2002. The number of seriously injured increased by 1 per cent to 6,959 but the number killed increased by 14 per cent to 693.
3.3.5 Appendix 2 presents a table showing casualty rates by road user type and severity 1992-2002. This provides a comparison of casualty rate and number for a range of modes. Motorcycle casualty rates are showing a gradual downwards trend though the rate is far higher than that for other modes. The rate per 100 million vehicle kilometres/percent for motorcycles in 2002 was 524, for car drivers it was just 33.
3.4 Motorcycle casualties in Cornwall Table four: Motorcycle casualties by year and severity
Year Fatal Serious Slight Total 1998 9 52 165 226 1999 5 41 168 214 2000 8 51 191 250 2001 3 71 219 293 2002 9 60 182 251 2003 8 63 226 297 Grand Total 42 337 1151 1531
Source: Cornwall County Council
3.4.1 Table four above provides information on the number of motorcycle collisions in Cornwall between 1998 and 2003. There were 1531 collisions over this period, resulting in 42 riders being killed. However, the majority of these collisions resulted in slight injury to the rider.
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3.4.2 Based on the 1998-2000 average, in 2001 and 2002 there has been an increase in
the number of motorcyclists either killed or seriously injured. However, it should be borne in mind that a more representative indicator of trends is the rate of motorcycle casualties taking into account the number of kilometres ridden. A situation is worse if accident numbers are rising whilst distance travelled is falling, as opposed to accident numbers rising in accordance with an increase in distance travelled. Nevertheless, it is the absolute number of accidents that attracts most attention, any accident is regrettable whatever the underlying trend or rate.
Table five: Injury severity by rider age 1998 to 2002
Age Fatal Serious Slight Total 16 1 11 95 107 17 1 15 80 96 18 0 11 51 62 19 1 7 34 42 20-24 5 26 110 141 25-29 6 31 117 154 30-34 4 36 82 122 35-39 7 50 124 181 40-44 1 29 81 111 45-49 0 19 39 58 50-54 6 27 65 98 55-59 1 5 21 27 Over 60 1 7 20 28 Under 16 0 2 4 6 Total 34 275 925 1234
Source: Cornwall County Council
3.4.3 Table five above groups all motorcycle casualties over the period 1998 to 2002 by rider age and severity of injury. In terms of the number of casualties, younger riders aged 16 to 19 years have been involved in the greatest number of collisions resulting in injury. Within this age group, 16 year olds are the most vulnerable. However, the majority of these have resulted in slight injury. A possible explanation for this is because these are people riding smaller motorcycles in built up areas at slower speeds.
3.4.4 Those motorcyclists killed were generally aged between 20 and 39 years old. The
greatest number was in the age group 35 to 39 years old, 7 fatalities. This age group were similarly most involved in collisions resulting in a serious injury.
Table six: Size of motorcycle and injury severity 1998 to 2002
Size Fatal Valid
percent Serious Valid
Percent Slight Valid
Percent Total > 125 cc 30 88% 215 78% 580 63% 825< 125 cc 3 9% 50 18% 300 32% 353Moped 1 3% 10 4% 45 5% 56Total 34 100% 275 100% 925 100% 1234
Source: Cornwall County Council
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3.4.5 The table above shows the severity of injury and engine size of the motorcycle being ridden. Of those collisions that resulted in a fatality between 1998 and 2002, 88 per cent of riders were riding a motorcycle with an engine size over 125cc. Of those seriously injured, 78 per cent were also riding a motorcycle with an engine size over 125cc. However, for those collisions resulting in slight injury, relatively more people were riding smaller motorcycles with an engine size less than 125cc. The general trend suggests that severity of injury is related to engine size.
Table seven: Gender and injury severity 1998 to 2003
Gender Fatal Valid
percent SeriousValid
pecent Slight Valid
pecent Total Valid
percent
Female 1 2% 29 8% 101 9% 131 8%
Male 41 98% 315 92% 1066 91% 1422 92% Unknown 0 - 0 - 1 - 1 -
Total 42 100% 344 100% 1168 100% 1554 100%
Source: Cornwall County Council
3.4.6 Table seven presents information upon gender and severity of injury. Of all collisions resulting in injury, 93 per cent involved males. There is no difference between males and females suffering serious or slight injuries though proportionately more male riders were killed than may have been expected. However, this is not statistically significant as the total numbers are low.
Motorcycle collisions 1998 to 2003 by gender
0
200
400
600
800
1000
1200
Fatal Serious Slight
severity of injury
num
ber o
f cas
ualti
es
femalemale
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4.0 Methodology 4.1 Introduction 4.1.1 All of the recommendations contained in this report have been produced with
the objective of reducing the number and severity of motorcycle casualties and improving rider convenience. They are the outcome of a thorough data collection and consultation exercise. This section of the report outlines how the Cornwall Strategy for Powered Two Wheelers was produced culminating in the drafting of recommendations.
4.2 Consultation 4.2.1 From the outset, the County Council and the Transport Research Laboratory
recognised the value of consulting with local riders when producing this Strategy. Local riders can offer a valuable insight into local motorcycling issues, problems and opportunities from a user’s perspective. Very often they will have ideas of their own as to how motorcycling can be made safer and more convenient. In addition, consultation with local riders fostered a spirit of partnership between TRL, the County Council and the riders themselves. Each party had the same shared objective of reducing motorcycle casualties.
4.2.2 Consultation with local riders was achieved by setting up the Cornwall
Motorcyclists Forum. This met in Truro in the offices of Cornwall County Council. The meetings started at 6.30pm and usually lasted 2 hours. The meetings were chaired by a local motorcyclist, the Transport Research Laboratory’s role was to facilitate the debate, encouraging and enabling local riders to put forward their comments and suggestions. Local riders were in effect invited to produce a ‘shopping list’ of the actions they would like the Council to take to make motorcycling safer and more convenient. They were however reminded, that the Council has a limited budget and has the needs of other road users to take into account.
4.2.3 Initially, eight meetings were convened. All the meetings were well attended
with an average of around 25 people per meeting. The following motorcycle clubs and organisations were represented:
• British Motorcyclists Federation • Motorcycle Action Group • Institute of Advanced Motorcyclists • Southwest Riders • ROSPA
4.3 On line survey 4.3.1 In Spring 2004, TRL Limited launched an on-line survey of motorcyclists in
Cornwall. The purpose of this was to understand the profile of motorcycle riders themselves, the type of trips they use their motorcycle for, their concerns about motorcycling in Cornwall and how in their view these could be overcome. A copy of the online questionnaire is given in Appendix 3.
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4.4 Meetings with officers 4.4.1 Further insight into motorcycling issues in Cornwall was gained through a
series of meetings between TRL and Council officers. These included meetings with officers from the following teams:-
• Countryside Service - trail riding • Passenger Transport Unit - motorcycling and rural mobility issues • Road Safety Unit - motorcycle training • Traffic Safety - collision investigation • Transportation - road safety, highway and traffic issues • Travel Awareness Team - Sustainability and the inclusion of motorcycles in
the Cornwall County Council Travel Plan
4.5 Motorcycle parking survey 4.5.1 A survey of motorcycle parking at railway stations has also been undertaken.
Fourteen railway stations have been visited to determine the need for motorcycle parking and to make recommendations upon suitable provision. The findings of this parking survey are included in Appendix 6.
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5.0 Cornwall Motorcycle Survey Results 5.0.1 The purpose of the Cornwall Motorcycle Survey was to gain insight into rider
profile and motorcycle use in Cornwall. Of particular interests was the extent to which motorcycles are used for making utilitarian trips, such as commuting to work as opposed to being ridden purely for fun. The survey also served as a further means of consultation. Riders were asked what their concerns were about riding in Cornwall, and their views upon how these could be addressed. A copy of the questionnaire is included in appendix 3.
5.1 Results 5.1.1 In all, 137 valid completed questionnaires were submitted to TRL. These
arrived as an email which was then entered automatically in to a SPSS database for analysis. Of those taking part in the survey, 87% (119) were male motorcyclists, 13% (18) female. The majority of people taking part in the survey, 36% (50), were between 40 and 49 years old. Just 3 taking part were under 25 years of age.
Figure two: Age of Respondents
Age of Respondents
05
1015202530
16 to
19
Year
s
25 to
29
Year
s
30 to
34
Year
s
35 to
39
Year
s
40 to
44
Year
s
45 to
49
Year
s
50 to
54
Year
s
55 to
59
Year
s
60 Y
ears
+
Age
Num
ber o
f res
pond
ents
Source: TRL Limited
14
Source: TRL Limited 5.1.2 As shown in Table eight, a significant proportion of riders taking part in the
survey would use their motorcycle to commute to work, 46 per cent. Of these, 25 per cent would travel to work by motorcycle everyday. By comparison, survey respondents used their motorcycles for shopping trips far less often. Over half, 55%, responded by stating that they would only occasionally use their motorcycle for shopping trips. A possible explanation for this is that motorcycles are generally less suitable than cars for carrying goods. Shopping trips are also often household trips involving more than one person, a car is therefore more suitable as it can carry more passengers.
5.1.3 Few of the people taking part in the survey used their motorcycle for trips to
school, college or university. Eighty eight per cent replied that they never use their motorcycle for this purpose. The most likely explanation for this is that the majority of those taking part in the survey were past student age.
5.1.4 Almost half of those taking part in the survey 49% (66) answered that they
would ride their motorcycle ‘purely for fun’ 2 or 3 times a week or at weekends only. Just 1%, or 2 riders, mentioned that they would never ride around
Everyday 2 to 3 times per
week
Once a week
Occasionally Weekends only
Never Total Trip purpose
No Valid %
No Valid %
No Valid %
No Valid %
No Valid %
No Valid %
No Valid %
Travelling to work
34 25% 29 21% 1 8% 40 29% 5 4% 18 13% 137 100%
Business trips whilst at work
6 4% 6 4% 4 3% 44 32% 0 0% 0 56% 137 100%
Shopping trips
9 7% 13 9% 10 7% 76 55% 10 7% 19 14% 137 100%
Travelling to school/college/University
5 4% 1 1% 2 1% 9 7% 0 0% 120 88% 137 100%
Visiting and social trips
12 9% 28 20% 15 11% 55 40% 21 15% 6 4% 137 100%
Riding purely for fun
21 15% 35 26% 13 9% 35 26% 31 23% 2 1% 137 100%
15
Journey to work distance
05
101520253035
1 - 2Miles
3 - 5Miles
6 - 10Miles
11 - 15Miles
16 - 20Miles
21 - 25Miles
26 - 30Miles
Over30
Miles
N/A
Distance (in miles)
Num
ber o
f res
pond
ents
Source: TRL Limited 5.1.5 Of those riders that travelled to work by motorcycle, 18 per cent (24) rode a
distance of between 6 and 10 miles. This figure is typical for Great Britain as a whole, the average motorcycle trip length is 9.3 miles (DETR 2001). A similar number made shorter journeys of between 3 to 5 miles, 16 per cent (22). A significant proportion of riders rode more than 20 miles to work, 14 per cent (19), of these, 7 per cent (9) travelled over 30 miles.
Source: TRL Limited 5.1.6 Of those riders taking part in the survey, the majority rode motorcycles with
larger engines, 46 per cent rode a motorcycle with and engine size over 700
Engine size of bike ridden by respondents
0
10
20
30
40
50
60
Under 50cc
51 to 100cc
101 tot125cc
126 to500cc
501 to700cc
701 to900cc
Over 900cc
Engine size
Number of respondents
Figure three: Journey to work distance
Figure four: Engine size of Motorcycle ridden
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Figure five: Type of Motorcycle ridden
cc. Few of those surveyed rode a motorcycle with an engine size less that 125 cc, 8 riders in total or 6 per cent.
Type of bike ridden by respondent
0
10
20
30
40
50
60
70
Custom /Cruiser
Moped /Scooter
Off Road /Street Bike
Sports /Sports Tourer
Tourer /Traditional
Type of bike
Num
ber
of r
espo
nden
ts
Source: TRL Limited 5.1.7 The majority of those surveyed rode a sports/sports tourer motorcycle, 42 per
cent (58). This type of motorcycle is popular with leisure riders, people who enjoy riding ‘purely for fun’. This type of motorcycle is also suitable for long journeys and riding on motorways or ‘A’ roads with a national speed limit. The second most common type or motorcycle ridden was a tourer/traditional type of motorcycle. Similar to sports/sports tourer motorcycles these are also suitable for longer journeys on motorways or ‘A’ roads.
Very Concerned
Concerned Not concerned
Total
Riders concerns No Valid
% No Valid
% No Valid % No Valid
% Other road users 85 62% 44 32% 8 6% 137 100% Motorcycle theft/vandalism 36 26% 72 53% 29 21% 137 100% Poor road surface/maintenance 86 63% 39 28% 12 9% 137 100% Diesel, oil spillage & other debris 110 80% 24 18% 3 2% 137 100% Poor or confusing road layouts 36 26% 46 34% 55 40% 137 100% Poor or confusing sign posting 30 22% 44 32% 63 46% 137 100% Inadequate parking/storage facilities 47 34% 58 42% 32 23% 137 100% Hazards caused by traffic calming 47 34% 46 34% 44 32% 137 100% Speed of the traffic flow 32 23% 51 37% 54 39% 137 100% Busy and overcrowded roads 48 35% 57 42% 32 23% 137 100% Rider discrimination and stereo typing 84 61% 27 20% 26 19% 137 100%
Source: TRL Limited 5.1.8 The online questionnaire survey asked riders what their concerns were about riding a motorcycle in Cornwall. Riders were primarily concerned about spilt
diesel, oil and other debris, 80 per cent of respondents answering this question mentioned they were very concerned about this issue. The second
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most commonly expressed concern was poor road surface and maintenance, 63 per cent, followed by other road users 62 per cent. Those issues that riders were not concerned about at all were poor or confusing sign posting, 46 per cent, and poor or confusing road layouts 40 per cent. A similar proportion of respondents were not concerned about the speed of the traffic flow.
Very Helpful Helpful Not helpful
Total
Measures No Valid % No Valid % No Valid
% Total Valid
% More secure motorcycle parking 76 55% 45 33% 16 12% 137 100% More motorcycle training schemes 83 61% 47 34% 7 5% 137 100% Use of Bus lanes 84 61% 24 18% 29 21% 137 100% Better sign posting for parking 68 50% 50 36% 19 14% 137 100% Storage facilities e.g. helmet lockers 71 52% 38 28% 28 20% 137 100% Better road design e.g. roundabouts 59 43% 56 41% 22 16% 137 100% More motorcycle dealers and garages 52 38% 48 35% 37 27% 137 100% Better road surfaces and maintenance 109 80% 25 18% 3 2% 137 100% Safely positioned street furniture 96 70% 26 19% 15 11% 137 100%
A clamp down on diesel and oil spillage 126 92% 10 7% 1 1% 137 100% Safety features on motorcycles 54 39% 41 30% 42 31% 137 100% Motorcycle friendly traffic calming 86 63% 35 26% 16 12% 137 100% A national motorcycle safety campaign 102 74% 26 19% 9 7% 137 100%
Source: TRL Limited 5.1.9 Ninety two per cent of people that took part in the survey considered that a
‘clamp down in diesel and oil spillage’ would be the most useful measure to improve rider safety and convenience. Just one person mentioned that this would not be helpful. This could involve measures to improve
• Reporting spilt diesel and oil • Clearing up spilt diesel and oil • Raising awareness of the hazard caused by spilt diesel and oil • Prosecution of those responsible for spilling diesel and oil
5.1.10 The second most favoured measure to improve rider safety and convenience
was better road surface and maintenance. Riders require a smooth surface with a consistent skid resistance. Key to this is good construction and maintenance. The proper inspection of works is also crucially important. The third ranking measure was a national motorcycle safety campaign. This is obviously beyond the remit of Cornwall County Council though the Council could make good use of the motorcycle ‘Think’ campaign resources currently available.
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6.0. Priority measures for motorcycling 6.1 Vision 6.1.1 Powered two wheelers should be given access to bus lanes and advanced
stop lines (ASL’s) throughout the County providing that it improves rider safety without compromising the safety and convenience of other road users.
6.2 Issues 6.2.1 i) Motorcycle access to bus lanes
Similar to the shared use of advanced stop lines, motorcycle access to bus lanes is a subject of great debate. It is supported by motorcycle lobby groups and opposed by the cyclist’s equivalent. To date, there has never been any conclusive research into this matter, though a number of local authorities in the UK do allow motorcycles to use bus lanes including Hull, Reading, Colchester, Bristol and Birmingham.
6.2.2 There are two research projects currently underway studying motorcycle
access to bus lanes. One is taking place in London, the other in Swindon. The London research began in September 2002, it is expected to report in Autumn 2004. In all, three sites are being monitored, the A13 East India Dock Road, A41 Finchley Road and A23 Brixton Road. In addition, there are two control sites where motorcycles are not permitted to use the bus lane.
ii) Shared use of advanced stop lines 6.2.3 Advanced stop lines for cyclists were first introduced in the United Kingdom in
Oxford in 1986. Their purpose is to improve the safety and convenience of cyclists by giving them a head start over other traffic at signalised junctions. Motorcycle lobby groups such as the British Motorcyclists Federation and Motorcycle Action Group want shared use of advanced top lines as in their view it would improve the safety of motorcycle riders. They make the
Bus Lane and Motorcycles Filtering
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following points in favour of allowing motorcycles access to advanced stop lines:-
Giving motorcycles access to ASLs would allow them to pull away
ahead of the queuing traffic. Given the actual usage of ASLs by cyclists there is sufficient capacity
to allow motorcycles to use them as well without conflict. Allowing motorcyclists into ASLs would make more efficient use of the investment that has already been made.
It would make motorcycling safer by making them more conspicuous. 6.2.4 Conversely, the Cyclist Touring Club opposes giving motorcycles access to
advanced stop lines. They argue that they would then start to be used for a reason other than that they were originally created. They argue that motorcyclists do not need priority over other traffic given that they can accelerate at the same speed of all other vehicles. The following points are presented against allowing motorcycles access to advanced stop lines.
The cycle line approach lane is of insufficient width and on the wrong
side of the queuing vehicles for motorcyclists. This is important as the approach lane is the only legal route into the advanced stop line reservoir.
As motorcycles have better acceleration than bicycles, they do not need a head start.
Motorcycles should not be encouraged to weave in between stationary traffic to get to the ASL.
Motorcycles weaving through traffic are considered annoying and dangerous by some road users.
A pedestrian who might be crossing the road may get injured as a motorcycle accelerates quickly away. This particularly applies to elderly and disabled pedestrians.
Motorcycles are much larger than cycles and they could easily block cyclist’s access.
Compared to bicycles motorcycles have a greater physical presence and have less need for ASLs.
6.2.5 A motorcyclist may pull away immediately and accelerate quickly, possibly
colliding with a vehicle that has jumped the lights in the other direction. 6.2.6 In 2003, the Department for Transport commissioned the Transport Research
Laboratory to study the shared use of advanced stop lines by cyclists and motorcyclists at trial sites in the London Borough of Newham (Tilly, 2004). Shared use advanced stop lines each with a motorcycle filter lane were installed on all four arms of signalised junctions. This research found that at these trial sites, motorcycles would use the filter lane and wait on the right hand side of the advanced stop line reservoir whilst cyclists would filter forwards between the kerb and queuing traffic and wait on the left hand side. As a consequence, there was no conflict between cyclists and motorcyclists. However, there were few instances of motorcyclist turning left or cyclists turning right. Had this not been the case, the likelihood of conflict would have been greater. Where there are few turning movements and typical numbers of cyclists and motorcyclists, share use of advanced stop lines is satisfactory providing the geometry of the junction can accommodate the installation of this new facility.
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6.3 Consultation 6.3.1 The Cornwall Motorcyclists Forum were in favour of allowing motorcycles to
use both advanced stop lines and bus lanes. With regard to advanced stop lines it was mentioned that a motorcyclist will generally filter to the front of queuing traffic and then find there is nowhere to wait. The shared use of advanced stop lines would solve this problem.
6.3.2 Similar to advanced stop lines, Forum members were also in favour of
allowing motorcycles to use bus lanes. The following points were made in support of allowing access
It would lead to an increase in the number of vehicles using the bus lane thereby representing a better use of road space
It would improve rider visibility thereby reducing exposure to risk It would improve the flow of motorcycles It would promote and encourage motorcycle use It would improve rider safety by offering an alternative to filtering on
the outside of queuing or slow moving traffic
6.3.3 The Forum did acknowledge that there could be risks associated with allowing motorcycles to use bus lanes. It was mentioned that
A pedestrian may step out in to the bus lane focusing on the traffic ahead, failing to take into account that there may be a motorcyclist filtering
A motorcyclist overtaking a stationary bus would in a vulnerable situation should the bus pull out
Diesel spillage can build up around bus stops creating a slipping hazard
It could lead to conflict between cyclists and motorcyclists A motorcyclist may have difficulty filtering back into the main traffic
flow. 6.3.4 Given that there are just two bus lanes in Cornwall and that the County has a
limited number of advanced stop lines, access to these facilities was not a priority issue though nevertheless supported.
6.4 Recommendations 6.4.1 It is recommended that the County Council writes to the Department for
Transport and Transport for London to register an interest in receiving the results of their research into motorcycle access to bus lanes. The County Council should also write to the Councils listed in paragraph 6.2.1 who allow motorcycles access to bus lanes and ask for their experiences on the matter. If the information received is wholly relevant to the Cornwall situation, a decision on whether to allow or not allow motorcycles access to bus lanes should be taken. The criteria for making this decision should be that it improves motorcycle rider safety without compromising the safety and convenience of other road users.
6.4.2 Should the research or experience of others prove inconclusive or not
relevant, the Council should consider the feasibility of appointing consultants or undertaking ‘in house’ studies into motorcycle access to bus lanes trials in Cornwall.
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6.4.3 The Council could investigate whether it has any recent classified traffic counts at a junction with an advanced stop line. It should then be checked whether there are instances of cyclists turning right and motorcyclists turning left. If such a site is found the Council could write to the Department for Transport suggesting it would be a suitable site for further research into this matter.
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7.0 Motorcycle Parking
7.1 Vision 7.1.1 There will be an adequate supply of secure and accessible motorcycle
parking in all city, town and local centres. Motorcycle parking standards will be adopted ensuring that motorcycle parking is provided at all new developments.
7.2 Issues 7.2.1 The 1998 White Paper, ‘A New Deal for Transport: Better for Everyone’
required local authorities to address motorcycle parking in their Local Transport Plans. It specifically mentioned that councils should ‘consider specific measures to assist motorcyclists, such as secure parking at public transport interchange sites’. This was advice reaffirmed in the document ‘Guidance on Full Local Transport Plans and Planning Policy Guidance 13 Transport’.
7.2.2 In March 2002, the Department of Transport, Local Government and the
Regions (DTLR), now Department for Transport, published Traffic Advisory Leaflet 2/02 Motorcycle Parking. It contains advice to Highway Authorities on how the needs of motorcycle riders can be met by making high quality, secure and accessible parking for motorcycles available.
7.2.3 The powers of authorities in England, Scotland and Wales in relation to the
provision of stands and racks for bicycles is set out in Section 63 of the Road Traffic Regulation Act 1984. This was amended by the Transport Act 2000 (section 271 [2] and the Transport (Scotland) Act 2001 (Section 75 [2] to ‘The powers of any authority under this Act to provide parking shall extend to providing, in roads or elsewhere, stands or racks for, or devices for securing, bicycles or motorcycles.
7.2.4 On-street motorcycle parking provision requires local traffic authorities to
make an Order under Section 32 or 45 or the Road Traffic Regulation Act 1984. Off-highway parking can be provided without making an order and can often be introduced in car parks as they are refurbished. However, making an order would allow authorities to enforce parking in the spaces.
7.2.5 Motorcycles, mopeds and scooters provide the rider with mobility and access
to employment, training, education and healthcare. Similar to all other road users they need somewhere to park upon arrival at their final destination. If the parking needs of motorcyclists are not catered for, this may lead to them parking in inappropriate locations causing a hazard to pedestrians or hindering the free flow of traffic. The absence of suitable parking is also likely to be a source of complaint from motorcycle riders.
7.2.6 The proper provision of motorcycle parking at public transport nodes can help
enable riders to travel by public transport. Motorcycle parking in town or city centre locations can also support the local economy by making the centre a more attractive place for riders to visit, work and shop. Appendix 6 presents the results of a railway station motorcycle parking survey. In all 14 stations
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were surveyed and recommendations made regarding the provision of motorcycle parking.
7.2.7 Cornwall County Council already has parking standards for motorcycles at
new developments. These are a maximum of 2 per cent of the number of car parking spaces for all land uses except C3. The document ‘Vehicle Parking Standards’, (Essex Planning Officers Association, 2001) mentions that motorcycles provide congestion benefits. They recommend a parking standard of one motorcycle space, plus an additional space for every 10 car parking spaces thereafter. As shown in the photograph below, motorcycles can easily be accommodated in even the smallest car parks.
Motorcycle parked in “Dead Space”
7.3 Consultation 7.3.1 The Cornwall Motorcyclists Forum discussed motorcycle parking and offered
their views upon provision and good motorcycle parking design. The overall consensus was that there is insufficient motorcycle parking in Cornwall particularly in town centres. Moreover, when it is provided it is often not signposted either from the highway or in-situ. The comments they make regarding good design have been incorporated into the best guidance provided below. Security emerged as being one of their main concerns.
7.3.2 The Forum members were also asked to describe motorcycle parking
provision at each of the main towns in Cornwall. Whilst their local knowledge of each town varied, some useful information was obtained. The following bullet point provide a summary of the comments received.
Truro. It was mentioned that it would have been useful if local riders
had been consulted upon the location of the new motorcycle parking. Penzance. Whilst free motorcycle parking is available on the Wharfe
Road car park, motorcyclists also tend to park informally within the town centre as this affords better accessibility. It was queried whether some of these locations could be designated as formal motorcycle parking sites.
Camborne. The motorcycle parking with anchor points in the Rosewarne car park is little used
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Redruth. The motorcycle parking at the rear of the Co-op supermarket is in a good location though the signing and surface is poor.
Falmouth. The Forum members were aware of two motorcycle parking sites, both had anchor points.
Newquay. Motorcyclists are charged to park at the rear of Woolworths though the Forum considered that in return facilities were poor.
St Austell. No-one at the meeting was familiar with St Austell and hence no comments made.
Padstow. There are no designated motorcycle parking bays though the locations where riders park informally were considered satisfactory.
Helston. The Motorcycle Action Group had worked in partnership with the District Council to provide secure motorcycle parking at three locations in the town. This was given as a good example of consultation and partnership working.
Bodmin. The motorcycle parking bay in the Priory car park are vulnerable to being hit by other vehicles.
Saltash. No formal motorcycle parking is provided. Liskeard. No formal motorcycle parking is provided. Launceston. Formal motorcycle parking is available in the Square
and Cattle Market car parks. Bude. Dedicated motorcycle parking is available.
7.3.3 The Forum was asked in which location they consider that motorcycle parking
is most important. The most favoured location was town centres. Railway stations were not considered a priority, riders were concerned about leaving a motorcycle parked unattended all day in case it was stolen.
7.4 Recommendations 7.4.1 It is recommended that the Council undertakes a survey of motorcycle
parking demand in Truro and all other town centres. This should determine the demand for motorcycle parking. A 1 hour parking beat survey between 07:00 and 19:00 hours should be undertaken to determine the number of motorcycles parked both on-street and off-street either formally or informally. The Cornwall Motorcyclists Forum should be consulted upon which centres they consider ought to be surveyed first.
7.4.2 A survey of motorcycle parking supply should also be undertaken. This would
involve a 'desk top' exercise of writing to the District Councils and private car park operators as well as examining records and information already held by the Council. A site survey should also be undertaken to determine the quality of the formal motorcycle parking that is provided.
7.4.3 The Council should ensure that it’s current parking standards for motorcycles
at new developments are always adhered to. 7.4.4 Motorcycle parking should be provided in accordance with the ‘Best Practice’
guidelines presented below. 7.4.5 It is recommended that the railway station motorcycle parking survey is
completed.
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7.5 Motorcycle parking best practice 7.5.1 Motorcycle parking location
Motorcycle riders enjoy the accessibility that their motorcycles can provide. The size and manoeuvrability of a motorcycle often allows the rider to park closer to their final destination than would otherwise have been possible with a private car. This is an important factor that needs to be taken into account when planning motorcycle parking. Well designed motorcycle parking bays located away from riders’ typical destinations will not be used if a rider can find somewhere else to park that provides better accessibility.
7.5.2 Given that motorcycles are prone to theft, riders are more confident parking in
larger motorcycle parks. The greater the number of motorcycles parked, the greater the turn over of spaces and riders returning to their motorcycle providing casual surveillance for other riders. This ‘critical mass’ may not be achieved if motorcycle parking bays are dispersed across a number of locations.
7.5.3 Motorcycle parking design
Motorcycles, scooters and mopeds can vary considerably in size. The larger the motorcycle, the larger the footprint and demand for parking space.
7.5.4 The photograph below shows a 500cc motorcycle parked in a cycle shed
between anchor points 1 metre apart. The owner has parked the motorcycle there through choice, indicating that for a motorcycle of this size, 1 metre is sufficient width. The length required to park a motorcycle of this type is 2.5 metres.
Tape measure showing 1 metre
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Tape Measure showing 2.5 metres
7.5.5 An individual motorcycle parking bay, large enough to accommodate even the
largest motorcycles should ideally measure 2.8 x 1.3 metres. These dimensions should be used when individual parking bays are being marked out within a site. Where demand for motorcycle parking is high, it is recommended that the site is marked out, but individual bays are not. This allows space to be used more efficiently, each motorcycle, whatever its size, occupies a space no more than is absolutely necessary.
7.5.6 A motorcycle park should provide riders with a good quality hardstanding.
Tarmacadam that becomes soft in hot weather may cause the motorcycle stand to sink into the surface resulting in the motorcycle toppling over. The hardstanding should also be level as again a slope or adverse camber may cause the motorcycle to slip off its stand and fall. In addition, a slope or camber can make it difficult to lift what can be a heavy motorcycle onto its stand. The hardstanding should be away from drains as these can become slippery when wet. There is also a risk that a rider may lose his/her keys if accidentally dropped. Ideally, motorcycle parks should have dedicated closed circuit television. If this is not possible, consideration should be given to locating motorcycle parks within range of other town centre CCTV cameras.
7.5.7 Similarly, motorcycle parks should have dedicated security lighting. This can
help reduce theft and provide the rider with greater personal security. Again, where this is not feasible, motorcycle parks should be located in well lit areas. Motorcycle parks are also generally more secure in locations where people frequently pass by providing casual surveillance. A rider may not have the confidence to use a remote motorcycle park as a thief would be able to attempt the steal a motorcycle undisturbed.
7.5.8 A motorcycle park should not be located under trees as this can lead to tree
sap and bird droppings falling onto the motorcycles beneath. Wet leaves in the Autumn can also make the hardstanding slippery and hinder drainage. Wherever possible, motorcycle parking bays should also be covered.
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7.5.9 Security
Motorcycle parking security is discussed in the following section Motorcycle Theft.
7.5.10 Sign posting
Consultation with riders elsewhere has found that riders appreciate signs from the highway directing them to motorcycle parking bays. The in-situ signs could also be used to remind other road users that the bays are for motorcycle use only. There should also be a sign reminding riders of their own responsibility to leave their motorcycle properly secured. The wording “LOCK IT OR LOSE IT” has been successfully used by some authorities in the UK.
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8.0 Motorcycle theft 8.1 Vision 8.1.1 That motorcycle riders in Cornwall are able to use their motorcycle without the
fear, either real or perceived, that it may be stolen or vandalised. This will be achieved through a partnership between local riders, the police crime prevention officer and Cornwall County Council.
8.2 Issues 8.2.1 As already discussed, a parked motorcycle can be the target for thieves.
Some motorcycles may be stolen by lifting them into the back of a van. Bollards placed around the motorcycle park can stop such vehicles pulling up next to parked motorcycles thereby reducing the ease with which the motorcycles could be stolen. The positioning of these bollards should not however, compromise the convenience of riders using the motorcycle park. A further benefit of bollards is that they can prevent cars and other vehicles from encroaching into the motorcycle park.
Motorcycle parking project by bollards
8.2.2 The risk of theft can most effectively be reduced through the provision of anchor points. Anchor points provide the rider with something robust for them to chain their motorcycle to. Anchor points can be either upright or at ground level.
8.2.3 A ground level anchor point is positioned either below, or level with, the
hardstanding surface often concealed by a hinged steel plate. The plate is raised by the user, allowing the loop to be lifted up and the rider’s own lock to be passed through. When deciding the design of a ground level anchor point, consideration should be given to whether they may present a tripping hazard especially if damaged or left upright by a rider. Ground level anchor points are more complicated in their design, as a result they are more prone to failure.
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8.2.4 Upright anchor points consist of a horizontal bar placed between 30-60 cm above ground level. For on-street parking this would be parallel to the kerb, in off-street locations this could be either attached to a wall or free standing. Freestanding bars can present a trip hazard, though this can be overcome if provided as an integral part of pedestrian railings or similar. The cost of providing upright anchor points could be funded through a sponsorship agreement with a local motorcycle dealer.
Example of an upright motorcycle anchor point
Motorcycle Anchor Point Technical Drawing
30
8.2.5 Motorcycle helmets and protective gear such as jackets, trousers, gloves and boots can be bulky and cumbersome to carry around. Consideration could be given to the provision of storage lockers at motorcycle parking bays. However, it would be worthwhile consulting with local riders to determine the demand for and type of facility to be used.
8.3 Consultation 8.3.1 The members of the Cornwall Motorcyclist Forum were concerned about
motorcycle theft and vandalism. They mentioned their experience of having their motorcycles scratched, mirror broken or being tampered with. They agreed that closed circuit television was preferable but queried its effectiveness at actually catching criminals, it may nevertheless act as a deterrent.
8.3.2 A police officer mentioned that fear of theft was disproportionate to its actual
occurrence. The most likely type of motorcycle to be stolen is a small scooter taken from the home.
8.3.3 The Forum suggested that a police web site could be set up where people
could up load details of stolen motorcycles. This would however require effort to ensure it is up to date. Another way of combating motorcycle crime would be to better publicise and encourage people to use the Crime Stoppers hot line.
8.4 Recommendations 8.4.1 In Cornwall there already exists a Vehicle Crime Working Group. The
possibility of allowing a Forum member to sit on this Group should be explored.
8.4.2 One of the most effective means of tackling motorcycle crime is through the
provision of designated motorcycle parking with anchor points. This recommendation is discussed more fully in the parking section.
8.4.3 It is recommended that the Council endeavour to make riders aware of the
steps they can take themselves. Leaflets could be produced, motorcycle security seminars held or articles written in newspapers. Working with the local police the Council could pass the following guidance on to local riders:
during the day, park in a busy public place; at night, park in a well lit area; vary the parking place; use designated parking bays, especially those with anchor points; use car parks that display the ‘Secured Car Park’ sign; cover the motorcycle; always engage the steering lock; use high tension steel cable or chain and a high quality padlock, or a
U lock through the wheel or bike frame; do not leave helmets or personal possessions with the bike or in
pannier bags; fit a motorcycle alarm with a warning sticker to discourage thieves;
and add security markings such as indelible or ultraviolet ink, engravings
or etchings.
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8.4.4 When buying a bike:
enquire what security features it has; when buying second hand check the original registration document for
a watermark and the seller’s name; check to see whether the frame or engine number has been tampered
with and that it matches that on the registration document; and be wary if the seller insists on meeting you away from their home
address. 8.4.5 Riders parking their motorcycles in the designated parking bays should be
warned to leave it safely secured. A single motorcycle left unlocked may attract the attention of criminals, putting all other parked motorcycles at risk.
8.4.6 To further tackle motorcycle theft, local riders, motorcycle clubs, the council,
the police, training schools and dealers could consider setting up a ‘Cornwall Bike Watch’ scheme. This would work by:
circulate the details of stolen bikes and provide any information on any
suspects and/or their vehicles; warn motorcyclists where thieves are active and what type of bikes are
being stolen; and identify and circulate what security is being breached.
8.4.7 A dedicated confidential and free telephone number could be set up to report
motorcycle crime. Participants in ‘Cornwall Bike Watch’ would receive regular up to date information about motorcycle crimes. The use of e-mail would be an effective way of achieving this. ‘Cornwall Bike Watch’ would be helping local riders to help themselves by providing the police with more ‘eyes and ears’ to gather information.
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9.0 Highway and traffic issues 9.1 Vision 9.1.1 The built highway environment and management of traffic should present no
situations to a motorcycle rider or any other road users that exposes him or her to risk. When new highway projects and policies are being produced the specific needs of motorcyclists should be taken into account.
9.2 Issues 9.2.1 Making a journey by motorcycle, can be a completely different experience to
making the same trip by car. The rider may encounter a whole range of situations that place him, or her, in a vulnerable position, some of which may not even be apparent to a car driver. These potential hazards are attributable to both the traffic and highway environment and the way a motorcycle handles and is ridden. Motorcyclists are vulnerable to slippery surfaces and unexpected changes in road friction. A motorcycle rider needs to keep constantly checking the road surface ahead for potential hazards. The poorer the surface, the more this needs to be done, each time the rider is momentarily taking their eyes off the road ahead. In view of these factors, special regard should be given to the needs of motorcyclists when designing and building traffic and highway schemes.
9.2.2 In the section below headed ‘Consultation’, a description of what it is like to
ride a motorcycle from a rider’s point of view is given. This is based upon comments made by members of the Cornwall Motorcyclists Forum. It provides a background and explanation as to which and why some situations are hazardous to a motorcyclist.
9.3 Consultation 9.3.1 At a meeting of the Cornwall Motorcyclists Forum members were asked to
describe from a rider’s point of view what it is like to ride a motorcycle. The comments they made included the obvious, though none the less important point, that a motorcycle has just two wheels and it is up to the rider to keep the motorcycle upright. The rider must concentrate all of the time. As opposed to a twin track motor vehicle, it has far less tyre contact with the road surface, consequently it is far more sensitive to its condition and any imperfections. A motorcyclist will generally suffer more serious injuries if they are involved in a collision and become separated from their motorcycle if they hit an object as opposed to gradually sliding to a halt.
9.3.2 There is a further need for good street lighting as motorcycles often have only
one headlamp. Consequently they are only able to illuminate a narrower angle of road space than most other vehicles. On smaller motorcycles, this can be even more of a problem as the intensity of the beam is weaker. It is therefore important that all traffic calming measures and their signage is adequately lit at night.
9.3.3 Motorcyclists, as opposed to car drivers, tend to slow down sometimes by
using their throttle as opposed to applying their brakes. As a result the motorcycles brake lights do not always show and the vehicle behind may be unaware that the motorcycle is slowing as it approaches traffic calming measure. Good advanced signing is needed to allow speeds to gradually decrease as opposed to quick deceleration.
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9.3.4 The following situations were mentioned as being potentially hazardous to a
motorcyclist.
Cold planing; Changes in skid resistance; Mud; Manure; Adverse camber; White lining; Worn inspection chamber covers; Diesel and oil spillage; China clay and granite dropped by goods vehicles; and Trimmings and thorns left when hedgerows had been cut, the
twigs and leaves can destabilise the rider and thorns may puncture a tyre.
9.3.5 Though not mentioned by the Forum themselves, TRL is aware that the other
potential hazards to motorcyclists. These include:-
loose gravel and stones; bitumen over banding; highly polished road surfaces at interchanges; poorly drained highways; debris on the highway; and uneven cobble stone treatments especially if located where a
motorcycle may be turning or braking.
Uneven surface at entrance to a car park 9.3.6 Each of the above as well as road works and traffic calming are discussed in
greater detail below.
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9.3.7 Diesel and oil spillage
Diesel and oil spilt on the road surface is treacherously slippery for motorcycles, especially when they are turning. This can lead to loss of control and potentially a collision. Diesel spillage may happen because drivers are not fixing the fuel cap correctly to the vehicle, the fuel cap is faulty or the driver has overfilled the tank. As the vehicle proceeds along the highway, turning movements and jolts can cause diesel to spill on to the highway.
9.3.8 Diesel and oil spillage can typically build up outside bus and distribution
depots. It may also be present along bus lanes/inside lanes. 9.3.9 It is good practice to have a widely publicised and known telephone number
for members of the public to report hazards on the highway including spilt diesel. When calls are received the hazard should be removed immediately. The Council could run an awareness campaign to warn motorists of the danger caused by spilt diesel. Similarly the Council could prosecute individuals or organisations responsible for persistently spilling diesel on the highway.
9.3.10 Loose grit and gravel
Passing vehicles and rain fall tends to sweep loose gravel and grit away from the centre of the lane. As a result, it accumulates in places where vehicles do not generally travel such as against the kerb. However, a motorcycle is more manoeuvrable than two track vehicles and the build up of grit may occur in places where a motorcyclist choses to ride. For example, grit may build up in-between lanes on the approaches to a roundabout, it is not swept away as vehicles are either in a left or right hand side lane. A filtering motorcyclist may ride over this grit possibly leading to loss of control and collision. Motorcycle riders are most vulnerable to sliding on grit if it is crossed by the front wheel just as the rider is turning the handlebars.
9.3.11 It is good practice to regularly sweep the highway to prevent the build-up of
grit. Budgetary constraints may mean the frequency that routes are swept needs to be prioritised. The road sweeping regime should be road safety led. Members of the public should be aware that they can also report build-up of grit using the Cornwall Information Centre hot line.
9.3.12 Surface dressings
When a road has had a new surface dressing applied, the loose gravel can pose a hazard for motorcyclists. Even when the gravel has been embedded into the road surface, grit may still accumulate at the edge and in the centre of the carriageway. Vehicles may also throw the gravel up into the path of oncoming motorcyclists. In hot conditions, the binder can ‘bleed’, creating a slipping hazard for motorcyclists.
9.3.13 Contractors working for the County Council should be made aware of the
contractual importance of sweeping away loose gravel once the works are complete. Officers from the County Council should make site visits and rigorously enforce this requirement. Members of the public should be made aware that they can use the Cornwall Information Centre to report loose gravel left on the highway once works have been completed.
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9.3.14 Cold planing
When a new road surface is being laid, the old surface is removed by cold planning. This leaves a series of grooves which can actually steer a motorcycle out of line possibly leading to loss of control and a collision. It can also lead to inspection chamber standing proud of the surrounding road surface, which if hit, could cause a severe jolt possibly destabilising the rider.
9.3.15 When a new surface is being laid and cold planing is taking place, all road
users should be clearly forewarned of the potential hazard ahead. All road works should be properly signed and lit at nights. The time any road works remain on-site should be minimised.
9.3.16 Changes in skid resistance
A motorcyclist turns by looking ahead in their direction of travel and leaning the motorcycle. The rider will chose a speed appropriate to the radii of the turn and the skid resistance offered by the road surface. Any sudden changes in skid resistance from good to poor, whilst a motorcycle is turning may cause the motorcycle to slide away from underneath the rider as the tyres loose grip. This loss of control may result in a collision. Members of the Cornwall Motorcyclist Forum mentioned that changes in skid resistance are more hazardous if the change is from good resistance to bad as opposed from bad to good.
9.3.17 Council officers and contractors should be made aware that changes in skid
resistence is an important issue for motorcyclists. This should be taken into account when roads are being repaired or new surfaces being laid. Wherever possible, the place where an old surface joins a new surface should be located away from bends or other places where a motorcyclists may be turning.
9.3.18 Mud and manure
Mud and horse manure is a potential hazard to motorcyclists as it reduces friction between the tyre and the road surface. This can cause the motorcycle to slide resulting in loss of control and a collision. Cornwall is a predominantly rural area and inevitable mud and manure accumulates on country lanes and outside farms. Mud may also be deposited on the highway outside building sites. It may also fall from lorries.
9.3.19 The County Council can again address this issue by publicising the Cornwall
Information Centre telephone number and making people aware that they can use it to report mud and manure on the highway. All reported hazards should then be cleared up as soon as possible. The Council should also make those responsible for leaving mud on the highway aware that the Council is prepare to prosecute persistent offenders.
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Mud from a building site on the Highway
9.3.20 White lining
Thermo plastic white lining can present a slipping hazard for motorcyclists if worn and wet. Furthermore, when the white lining has been repainted without adequately removing the original markings, the depth of the lining can build up and stand several millimetres proud of the highway surface. This then becomes a hazard as it may steer the front wheel out of line possibly resulting in loss of control and a collision.
9.3.21 When repainting road markings, the Council should ensure that the existing
ones are fully removed first. The Council should also as a matter of policy only use those products that afford the best skid resistance.
9.3.22 Inspection chamber covers
Steel inspection chamber covers can be a hazard to motorcyclists in a number of situations. If they are old and have been heavily trafficked they may be worn smooth becoming a slipping hazard to motorcyclists. This situation is worse if the road surface is wet and if crossed whilst the motorcycle is turning.
9.3.23 The pavement around an inspection chamber cover if old or poorly reinstated
can deteriorate creating a pot hole or uneven surface. Similarly the cover itself can sink again creating an uneven surface.
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Inspection Chambers
9.3.24 It would be unrealistic to relocate all those inspection chamber covers that
motorcyclists inevitably have to cross over. Their position is dictated by the location of the services under the highway. What the Council can, however, do is identify the utility provider responsible for the cover and insist that it is kept in a good state of repair. For example, the provider should be required to replace those that have become worn, Again the general public should be made aware that they can use the Cornwall Information Centre hot line to report inspection chamber covers that present a hazard.
9.3.25 When new roads are being built, developers should be made aware that in
later years inspection chamber covers can become a hazard, where possible the practice of locating inspection chamber covers away from the centre of the carriageway or in places where motorcycles may be turning should be encouraged.
9.3.26 Bitumen over- banding
When part of the road surface has been replaced, bitumen overbanding is sometimes used to seal and join the old and new surface. A motorcycle tyre can slip on this bitumen seal leading to loss of control and possibly a collision. The overbanding becomes even more hazardous when wet.
9.3.27 Overbanding is safe if it is used sparingly, no more than is necessary. It need
not then stand proud of the road surface creating a hazard. People working on the highway should be made aware of this and use due care when laying over-banding.
9.3.28 Debris
Debris often accumulates on the highway whether it is litter or something that has fallen from a lorry. Public consultation through the Cornwall Motorcyclists Forum specifically mentioned china clay and granite as a local problem. If a rider hits debris, it may lead to loss of control and possibly a collision. Alternatively a rider may swerve or brake suddenly to avoid hitting debris again possibly leading to loss of control and collision. The Forum also
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mentioned the cuttings from hedgerows as being a hazard, thorns can puncture a tyre again leading to loss of control and a collision.
9.3.29 As already mentioned above, members of the public should be aware that
they can use the Cornwall Information Centre hot line to report debris on the highway. As soon as possible after being reported it should be removed.
9.3.30 Pot holes
If a motorcycle crosses over a pot hole, the rider may receive a sudden jolt leading to loss of stability. This may result in a collision. It was mentioned during consultation with local riders that a pot hole at night can appear to be a puddle, mistakenly, the rider may then not try to deliberately avoid it.
9.3.31 A pavement that has been properly constructed in the first place is less likely
to fail creating pot holes. Whenever they do arise, the highway should be reinstated to a good standard. Site inspections both when works are on-site and post completion are key to removing the likelihood of pot hole arising in the first place.
9.3.32 Rutting
On busy roads, the passage of heavy goods vehicles can cause ruts to appear along the line of the vehicles’ wheel tracks. These can steer a motorcyclist out of line exposing the rider to risk. Similarly, goods vehicles can cause the road surface to become uneven laterally as the braking motion causes the pavement to ‘ripple up’. Road maintenance engineers should be aware of the difficulties this causes motorcycle riders and should take this into account when planning the road maintenance programme.
9.3.33 Road signs
As already mentioned a rider separated from his or her motorcycle will generally suffer greater injury if they hit an object as opposed to gradually sliding to a halt. Excessive and unnecessary signing increases the number of objects that a rider could potentially hit in the event of a motorcycle crash. The risk of a road sign being hit should be taken into account when first being positioned.
9.3.34 In some situations, traffic calming measures can present a hazard to
motorcycles. The section below discusses each type of traffic calming feature in turn and the hazard they can potentially present to motorcyclists.
9.3.35 Traffic Calming: Speed tables and raised junctions
Speed tables and raised junctions can be a hazard to motorcyclists if they are crossed at an inappropriate speed. The jolt may unseat the rider possibly leading to a collision. This situation may occur if the rider is not adequately forewarned of the approaching speed table or raised junction. This may be the case if the device is not properly lit or signposted.
9.3.36 Speed table and raised junction with a block paved surface can be slippery
for motorcycles. This is particularly the case in wet conditions and/or if they are covered with leaves. The risk increases if the motorcycle is turning. It is good practice to use block paving that offers good skid resistance and to ensure that the raised surface extends far enough along each arm of the
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junction to ensure motorcycles are travelling in a straight line when they enter onto or leave the table.
9.3.37 Speed table and raised junctions can be mistakenly perceived by pedestrians as being informal crossing points. A pedestrian may start to cross the road
not checking carefully enough to see whether there is a motorcyclist approaching. Tactile paving can be used to highlight to the pedestrian that they are stepping from the footway onto the highway.
9.3.38 Traffic Calming: Speed humps
In a similar way to speed tables and raised junctions, if a motorcyclist crosses a speed hump at an inappropriate speed it may unseat the rider possibly leading to loss of control and a collision. It may also damage the motorcycle. There should be adequate signage and lighting to warn the rider that they are entering a traffic calmed area. This signage and lighting should be periodically inspected to make sure it is functioning correctly. The white triangle road markings on a speed hump may become ineffective if they are worn or covered in oil or tyre marks.
9.3.39 Traffic Calming: Speed cushions
As a speed cushion does not extend across the full width of the highway, a motorcycle can proceed without needing to pass over them. The rider can either pass on the cushion on the left hand side near the kerb, or on the right hand side near the centre line. However, cars parked on-street along roads traffic calmed with speed cushions can lead to vehicles proceeding along the centre of the carriageway in order to avoid crossing directly over a speed cushion. This can create a situation where a collision may occur. Motorcyclists should be reminded that speed cushions are designed to calm the speed of all traffic including motorcycles. A rider should not place themselves or others at risk by riding in the centre of the carriageway to avoid crossing a hump.
Parked cars near a speed cushion
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Car travelling the centre of the carriageway
9.3.40 Traffic Calming: Build-outs and pinch points
Build-outs and pinch points work by creating a physical barrier and giving one lane of traffic priority over that coming in the opposite direction. If a rider is not properly forewarned that the road is traffic calmed with build-outs, a rider may ride into one possibly resulting in collision and injury to the rider. At build-outs and pinch points, motorcyclists often complain that even if they are travelling in the lane that has priority, other road users will often not give way to them, choosing instead to proceed. To overcome this, more confident riders may chose to ride in the centre of the lane to make them more visible and assert their presence. This places the rider in a more vulnerable position, possibly leading to a head on collision. Less confident riders may keep to the left, making it more likely that the approaching vehicle chooses to proceed straight ahead. As the vehicle passes, the rider is forced into a confined space which can be threatening and lead to a collision.
9.3.41 The above can be addressed by providing edge of carriageway markings
installed around kerb build outs to increase their conspicuity. Reflective road studs installed within the edge of carriageway markings also help to increase awareness of the alignment during dark conditions
9.3.42 Traffic Calming: Chicanes
Similar to build outs, a chicane may be hit if it is not noticed by a motorcycle rider. To reduce the risk of this happening, the chicane should be clearly signed and lit. At chicanes, road safety can be improved if each alternate kerb stone is painted black then white. A motorcycle negotiating a chicane may use the full width of the carriageway to help ‘straighten out’ the bend. Some riders may be tempted to negotiate chicanes in this manner sweeping from the centre line to the kerb and back again. Care should also be taken when using both chicanes and build outs that the geometry of the road layout does not ‘hide’ a junction or side road. A turning vehicle may then have poor or confusing sight lines that may lead to a collision.
9.3.43 It is therefore important that the signage at chicanes is clearly displayed for all
road users to see. Where priority rules are commonly ignored, consideration should be given to high prominence enforcement to dissuade any violation of
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right of way. Problems of this type can arise because the road user does not understand the signage. The lane that has priority can be made most obvious by creating a build out on the side of the road which must give way. To improve the conspicuity of the build out and reduce the likelihood of it being hit, the kerb stones can be painted alternately black and white.
9.3.44 Traffic Calming: Gateways
Gateways are used to calm traffic speeds by making drivers aware that they are entering a built up area. When positioning the gateway feature itself, care should be taken to ensure it is not in a position a rider may hit should they, for whatever reason, lose control of their motorcycle.
9.3.45 Traffic Calming: Road narrowing
The speed of traffic on faster roads is sometimes calmed by reducing the carriageway width. This is often achieved by creating a wide area of hatched white lining in the centre of the road. Because it is still physically possible for a motorcyclist to overtake, the rider may still choose to do so. This can place the rider in a vulnerable position as the hatched area is prone to the build up of grit and debris. If the hatched area is broken up by pedestrian refuges, the rider could collide with one of these should he decide to overtake.
9.3.46 Where forward visibility of pedestrian refuges is restricted, high level ‘Keep
Left’ signs should be installed at the refuge. Whilst unaware of its presence overtaking and riding in the hatched area is not a riding style that should be encouraged, it will inevitably occur. This should be borne in mind when designing the scheme and carrying our road safety audits. One option would be to use solid lines thereby requiring all road users to stay in lane.
9.3.47 Traffic Calming: Rumble strips and Jiggle Bars
Rumble strips or jiggle bars can pose a problem for motorcyclists if the rider, for whatever reason, brakes whilst they are being ridden over. Given that the road surface is not level, the ease and effectiveness with which a rider can brake may be affected. The motorcycling community refer to this situation as ‘grip and slip’. Rumble strips and jiggle bars pose a particular problem to small motorcycles and scooters as they typically have smaller wheels making the jolt even more severe.
9.3.48 Traffic Calming: Mini Roundabouts
Mini roundabouts with a small radius can sometimes be difficult for motorcycles to negotiate especially at slow speed. Learner and new riders can often find it difficult to steer the motorcycle around small radii, especially if the handle bars are on full lock. The white arrow markings on the carriageway indicating the direction of flow, can be a hazard to motorcycles as these can be slippery when wet.
9.3.49 Traffic Calming: Safety Cameras
Safety cameras can cause vehicles to slow down suddenly. This poses a hazard to motorcyclists if vehicles are travelling too closely behind one another. Similar to other road users, motorcyclists may ignore safety camera signs if they are aware that there is in fact no camera in use.
9.3.50 Wherever possible, speed limit road signs should accompany safety cameras
to remind road users of the speed limit that they should adhere to.
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9.3.51 Traffic Calming: Surface maintenance A further issue with block paved speed or junction tables is that should a block become lose, others also tend to shift out of position causing the herring bone pattern to fail. This may then make the surface uneven causing a particular hazard to motorcyclists. To save time and money repairs are sometimes made using tarmacadam. Given that this has different properties to block paving, it will perform differently with the passage of vehicles, perhaps causing it to sink, creating an uneven and potentially dangerous surface. Should repairs to block paved surface be necessary, it is therefore important that they are carried out as soon as possible and using the same materials as were originally used.
9.3.52 Traffic Calming: Diesel and oil spillage caused by traffic calming
As already mentioned diesel and oil spilt on the road surface is treacherously slippery for motorcycles, especially when they are turning. Road humps, speed tables and other vertical deflections can cause a vehicle to jolt, causing fuel to spill from the vehicle. Highway authorities should be mindful of this when inspecting and maintaining traffic calming measures and remove any diesel or oil that has leaked onto the highway as soon as possible.
9.3.53 Roadworks: Temporary traffic lights
Temporary traffic lights often involve laying a power cable across the carriageway. When this is not covered and not secured it acts like a roller and can cause a motorcycles front wheel to slide. This problem is made worse when it is on a bend or running across the road at an angle. Contractors working on the highway should be made aware of the potential hazard this is causing motorcyclists. As road works are being inspected, checks should be made regarding the positioning of these power cables.
9.3.54 Roadworks: Signs and cones
Traffic signs and cones at road works are often blown over by wind or passing vehicles. They may also be hit by traffic or deliberately knocked over by vandals. In some cases they may become an obstruction on the highway forcing the rider to swerve. If they are hit the rider may lose control and possibly crash. All sign and cones should be regularly checked to make sure they have not moved out of position creating a hazard to motorcyclist.
9.3.55 Roadworks: Machinery and plant
At road works there is usually machinery such as diggers, skips and generators etc. These are sometimes left parked against the kerb at night. If they are left unmarked they may be hit by another road user or cause a vehicle to swerve. In either of these cases an accident may be caused. It is therefore essential that roadworks are welll lit at night.
9.3.56 Roadworks: Road surface
The road surface at road works is often uneven and of poor quality. For example, there may be raised inspection chamber covers and mud and gravel on the road. Members of the Cornwall Motorcyclists Forum mentioned that road works are sometimes apparently on site for an unnecessarily long time, further exposing the rider to risk. Cast steel plating that provides a ramp for vehicles at the entrances and exits to road works can be treacherously slippery especially when wet.
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9.3.57 When road works are being planned, it should be a condition of the contract that all loose gravel or stones are swept up after completion. Compliance with this condition should be inspected and enforced.
9.3.58 Monitoring loose gravel and stone build-ups is not so easily addressed.
Motorcyclists themselves and all other road users have a role in reporting such hazards by using the hotline recommended above. Gravel that spills from trucks is another instance where motorcyclists and other road users have a role to play.
9.3.59 Signs warning of loose gravel or stones should be clearly displayed at road
works. These should remain in situ until initial compaction has taken place or until all the loose gravel and stones have been removed.
9.3.60 Roadworks: Adverse camber
An adverse camber is a hazard to motorcyclists as it can make a motorcycle difficult to steer and control. In extreme situations it can make it hard for the rider to put his or her foot down when stationary. When new roads are being built, care should be taken not to create an adverse camber.
9.3.61 Junctions
A potential site of a collision involving a motorcycle is at, or near, an urban road junction. Visibility, complexity and approach speeds are all significant. Roundabouts and other priority controlled junctions are more hazardous for motorcycles than signal controlled junctions. Lane markings and widths are significant, especially at entrances and exits.
9.3.62 Lane width
Most motorcycles are able to maintain general traffic speeds in most situations though mopeds are designed not to exceed 30mph. Where there are heavy traffic flows, a high proportion of HGVs, stationary vehicles, car doors opening and left turning vehicles, near side lane width should be taken into account.
9.3.63 Roundabouts
Large roundabouts often have high entry speeds and more than two lane approaches. The circulatory carriageway is wide which permits the traffic to travel relatively fast around the island. Circulating motorcycles may be struck by vehicles that fail to give way on entering the roundabout.
9.3.64 Street furniture
Motorcyclists lean to change direction. It is reported that motorcycles can overhang their wheel track by about half a metre on each side. The positioning of street furniture needs to take this into account.
9.3.65 In a car accident, the occupants are protected by the bodywork which
absorbs impact energy, seat belts restrain the people themselves. Motorcycles, however, have little or no energy absorbing buffer. Loss of control and stability resulting from a collision or poor road surface is usually followed by the separation of rider and machine. The rider then gradually slides to a stop sustaining abrasions and clothing damage. However, if the rider hits a solid object either before or after separation, a potentially minor accident can instead result in serious injury or fatality. The positioning of road furniture needs to take this into account.
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9.3.66 It is unrealistic to remove every single solid object that a rider may hit in an accident, but it is possible to reduce the risk by limit their number and avoiding dangerous locations, such as the outside of bends or the apex of junctions. It is also possible to cover the hazard in cushioning.
9.3.67 Road Safety audits
Whenever highway schemes are being designed or safety audits undertaken, the special needs of motorcycle riders should be taken into consideration. Cornwall County Council already consult the Chairman of the Cornwall Motorcyclist Forum when new highway schemes are being designed. This is good practice and should be continued.
9.3.68 Crash barriers
By their very nature crash barriers are located in positions where there is a greater risk of a vehicle leaving the highway. They are also used to protect pedestrians. Given that where there are crash barriers there is a greater risk of motorcyclists leaving the highway special regard should be paid to the design of these crash barriers. The posts of the crash barriers can present a special danger to a falling motorcyclist. Dangerously exposed fence posts should be covered either in cushioning or hidden behind the flat surface of the crash barrier itself.
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9.4 Recommendations 9.4.1 The Council design and maintain highways and manage traffic in accordance
with the good practice offered above.
Arm of roundabout recently swept
9.4.2 It is recommended that the Council’s Hot Line for reporting spilt diesel, pot
holes and other hazards on the highway is more actively publicised. More people would then start to use it giving the Council the greater opportunity to remove hazards on the highway. The telephone number could be printed on Council stationery even on the Councils Planning, Transportation and Estates Departmental letter headed paper.
9.4.3 The County Council may be aware that the Institute of Incorporated Highway
Engineers are producing a document entitled 'Engineering Guidelines for Motorcycles'. The Council are advised to obtain a copy of this document upon its publication taking note of the guidance it contains.
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10.0 Integration and Mobility 10.1 Vision 10.1.1 That motorcycles are recognised as being a legitimate part of the traffic mix
providing their users with mobility. That they are taken into account in all land-use/transportation strategies, plans and projects. Motorcycle issues should be addressed along with all other road users taking into account usage and exposure to risk.
10.2 Issues 10.2.1 Motorcycles provide the user with mobility and access to employment
opportunities, training, education and healthcare. They are also an affordable mode of transport and may have a role to play tackling road traffic growth and social exclusion.
10.2.2 According to figures produce by the Automobile Association shown in
Appendix 4, the cost per mile of using a motorcycle, moped or scooter are considerably less than for using a car. A new car that costs up to £10,000 to purchase costs 28 pence a mile to run based on it travelling 15,000 miles per year. By comparison, a small motorcycle with an engine capacity of between 51 to 125cc costs 19.04 pence a mile to run based on it travelling 12,000 miles per year. However, the cost of running a motorcycle rises significantly with engine size. A motorcycle with an engine size over 800cc costs over three times as much to run, 61 pence per mile based on an annual mileage of 12,000 miles. (Source Automobile Association)
10.2.3 Wheels to work
According to information provided by the Countryside Agency (The Countryside Agency, 2002) lack of transport can be a major barrier to people living in rural areas in accessing training, education and employment opportunities. Dispersed population and low demand, can often result in rural areas being served by infrequent public transport or by no public transport at all. Owning a car is therefore seen by many as a necessity, but those who are unable to afford a car are left immobile and isolated. Young people in particular often face a situation where without a job they cannot afford to buy a car or motorcycle and without a vehicle of their own they cannot travel to work or take part in a training course. Wheels to Work (W2W) schemes provide an innovative way of overcoming transport barriers, with schemes offering individuals their own transport solutions for a short period, until a longer term solution can be found. Solutions offered can include loan of mopeds, power assisted bikes and bicycles and in some cases assistance with meeting car running costs.
10.2.4 Access to a W2W mode of transport can be an incentive to people to find
work and to stay in employment. For those who may be only marginally better off when entering work, because of loss of benefits or low wages, a moped, power assisted bike or bicycle is an immediate tangible benefit. The Government recognised the value of W2W schemes in its Rural White Paper, and funding via the Countryside Agency’s Rural Transport Partnership, amongst other sources, has enabled development of a number of new W2W schemes.
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10.2.5 Young People A motorcycle parking survey was undertaken at the Cornwall College, Camborne Campus to determine the extent of motorcycle use by students. In all 12 powered two wheelers were observed parked on the campus. However, one of these is assumed to belong to a member of staff as it was parked in a motorcycle parking bay signed ‘Staff Motorcycles Only’. Of the remaining eleven, ten were scooters and one was a touring motorcycle, seven of the scooters were displaying ‘L’ plates. It should be mentioned that there was heavy rain on the day of the survey which would have deterred some people from making a trip by motorcycle. On a fine day the number of people arriving at the campus by powered two wheeler could be higher.
Motorcycle parking at Cornwall College, Camborne Campus
10.2.6 Travel Plans
The Cornwall County Council Corporate Travel Plan October 2003 - October 2005 makes no reference to motorcycles. There is an on-going debate regarding the contribution motorcycles can make to an integrated and sustainable transport strategy. In some cases they may have environmental and congestion benefits over the driver only car, but given that motorcycles are a vulnerable mode of transport, road safety must be taken into account. Nevertheless, the Transport Energy document ‘A Travel Plan Resource Pack for Employers’ does include mopeds, scooters and small motorcycles in its list of travel plan initiatives.
10.3 Recommendations 10.3.1 By producing this strategy, Cornwall County Council have demonstrated an
awareness and commitment to integrating motorcycles in its Local Transport Plan. Whatever policy or strategy is produced must then be implemented if the safety and convenience of motorcycle riders is to be improved. It is recommended that the necessary approvals be secured allowing the recommendations of this document to be acted upon. A Council Officer should be nominated for this task and should be responsible for overseeing all motorcycling issues.
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10.3.2 It is recommended that Cornwall County Council include mopeds, scooters and small motorcycles in any future versions of it’s own travel plan. The use of motorcycles/mopeds can be assisted through:
Provision of safe and secure parking; Provision of changing facilities/storage for equipment, e.g.
motorcycle helmets; Provision of loans for purchase of motorcycles for travel to and
from work. Setting up workplace Motorcycle User Groups.
10.3.3 Nevertheless, similar to the drivers of all motorised vehicles, motorcyclists
should be reminded that cycling and walking are the preferred mode of sustainable transport.
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11.0 Trail Riding and off-road riding 11.1 Vision 11.1.1 Trail riding on by-ways is a legal activity enjoyed by motorcyclists. It should
not cause environmental damage or compromise the safety and convenience of other users.
11.2 Issues 11.2.1 There are approximately 100 miles of By-ways Open to All Traffic (BOAT) in
Cornwall and a further 2,600 miles of footpaths and bridleways. People have the right to walk on a footpath though they can also walk, cycle, and ride or lead a horse on a bridleway. On a BOAT, people may walk, cycle, ride or lead a horse, as well as drive a horse and carriage, drive a motorised vehicle or ride a motorcycle. As a BOAT is part of the highway infrastructure, any vehicle using it must have tax, insurance and an MOT. It should be noted however that some by-ways in Cornwall are restricted and so there is no right for motorcycle access. The police have a responsibility and legal powers to enforce their correct use.
11.2.2 To the casual observer it may be difficult to distinguish between a BOAT,
bridleway and even a footpath. All may have a narrow unmade surface and be rural in nature. Not all of Cornwall’s BOATs are properly signed. By-ways are lightly trafficked and provide a pleasant environment for recreation activities such as walking, cycling, horse riding, motorised use including quad biking and motorcycling.
11.2.3 Trail riding, or ‘green-laning’ as it is known in Cornwall, refers to the practice
of riding a motorcycle along a green lane, some of which are BOATs. Trail riding is a popular outdoor leisure activity, though some riders may be making utilitarian trips. However, the use of BOATs by motorcyclists, can lead to objections from other users who consider that the tranquillity of these routes is being spoilt. A motorcycle may be noisy, create dust, emit exhaust emissions and put other users in a vulnerable situation. They may also erode the surface. Nevertheless, motorcyclists are allowed to use these by-ways in road traffic law, a situation not always appreciated by other users. Cornwall County Council, as highway authority, is responsible to surface in accordance with use.
11.2.4 Consultation with local riders found that the motivations for trail riding include
the sense of ‘getting away from it all’. Trail riders typically enjoy exploring the countryside along routes that are inaccessible to most other forms of motorised transport. They may also gain satisfaction from the challenge that riding along unmade off-road routes presents. Trail riding also has an active social scene and camaraderie amongst other riders. Trail riders will usually ride in small groups though ‘ride outs’ are sometimes organised. These events may be attended by over a hundred riders.
11.2.5 As some by-ways are unmade, trail riding requires a high degree of riding
skill. The by-ways may be overgrown and narrow and the surface made uneven by rutting, stones, mud. The rider must have good balance and observation and be able to make quick decisions. Trail riding can also be quite strenuous requiring strength and stamina.
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11.2.6 The Trail Riders Fellowship, TRF, (http://www.trf.org.uk) is the largest national organisation for trail riders. It is a voluntary and non-competitive group formed in 1970 by people who enjoyed exploring 'green lanes' by motorcycle. It is a lobby group that resists the perceived threats to the use of by-ways by motorcycles. Its declared aim is ‘to conserve our heritage of green lanes for everyone to enjoy’.
11.2.7 The TRF has a code of conduct that all its members are required to follow.
This is designed to promote a responsible and socially acceptable recreational use of the countryside on public roads on road-legal machines. The code of conduct is summarised below, the full text is given in Appendix 5.
Keep to the defined way across farmland Give way to walkers, horses and cyclists Fasten gates to safeguard stock Travel at a safe speed Ride quality Honour the country code Identify yourself
11.2.8 There has recently been published a new Countryside Code, produced
through a partnership between The Countryside Agency, and the Countryside Agency for Wales. This is a code for all users, and is available from www.countrysideaccess.gov.uk
11.2.9 In addition to trail riding in its purest form, off-road motorcycling, is becoming
an increasingly popular leisure pursuit, evident by the rising number of off-road motorcycles being sold.
11.2.10 Given the popularity of ‘off road’ motorcycling, some farmers/land owners
are providing ‘off road’ motorcycle tracks, some of which operate under permitted development rights. However, ‘off road’ motorcycle tracks are considered by some to be ‘bad neighbour’ developments and any application for planning permission for a development of this nature is likely to generate formal objections. Nevertheless, the County Council is aware that some land owners want to provide ‘off road’ motorcycle facilities.
11.2.11 In order to manage this situation, Cornwall County Council is seeking to
develop a project to explore the creation of ‘off road’ motorcycle facilities. Not only would these help manage inappropriate ‘off road’ motorcycling, but it would also help with the diversification of the Cornwall rural economy. Consultation with local motorcycle riders through the Cornwall Motorcyclists Forum found that local riders would welcome the provision of ‘off road’ motorcycle facilities. They suggested that this would be a further training facility for riders to use and learn more riding skills, thereby reducing their exposure to risk when riding on the highway network proper.
11.3 Consultation 11.3.1 A number of members of the Cornwall Motorcyclist Forum were active trail
riders, or had at sometime been involved. One of the primary concerns raised was that they would often ride a route unsure of its formal legal status. Sometimes they would refer to an Ordnance Survey map, though often they would rely upon local knowledge.
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11.3.2 The Forum was mindful that trail riding is perceived by some, as an
inappropriate activity for the countryside. This stems from the noise, emissions and dust that a motorcycle may create. A motorcycle may also ‘cut up’ an unmade surface. This can cause annoyance to those with vehicle access rights to properties. It was also recognised that the size, speed and power of the motorcycle may also be intimidating to others. It was mentioned that there is potential for a trail riding motorcyclist to come into conflict with walkers, cyclists, equestrian riders, bird watchers, farm animals, farm machinery, wild animals and the drivers of four wheel drive vehicles and quad bikes.
11.3.3 Nevertheless, the Forum considered that trail riding along by-ways should
remain a legitimate activity. Forum members considered that the scope for conflict would be reduced if by-ways that motorcyclists could use were properly defined and publicised. Other users would then be aware that a motorcycle may be encountered. A properly defined network would also reduce the scope for conflict on those routes that a motorcyclists cannot legally use, though they may be mistakenly doing so.
11.4 Recommendations 11.4.1 The consultation with local riders indicated that there was mutual suspicion
and mistrust between motorcycle trail riders and other users of BOATs. It is recommended that the Council convenes a meeting and invites the various user groups of by-ways to attend. The purpose of this meeting would be to give all users the opportunity to express their aspirations for the use of by-ways, their concerns and to listen to the views of others. The purpose of this meeting would also be to remove any misunderstandings and provide a forum for discussing and resolving issues of concern.
11.4.2 In an ideal world it would be recommended that all by-ways, bridleways and
footpaths are correctly signed in accordance with the definitive map, to remove any ambiguity regarding their use. Any legal anomalies would need to be addressed before signs can be erected. However, it is appreciated that doing this would be prohibitively expensive. Taking this into account, it is recommended that through survey work, consultation with the Cornwall Motorcyclists Forum and the meeting of by-ways’ users that those bridleways and footpaths subject to most conflict between users are studied in detail to identify the nature of the conflict and devise mutually acceptable ways in which it can be addressed.
11.4.3 It is recommended that on behalf of the Cornwall Motorcyclists Forum, that
Council officers enquire whether the Chairman of the Forum could be included on the mailing list of the Local Access Forum meeting minutes. The Local Access Forum, set up in accordance with The Countryside and Rights of Way Act 2000, should be involved in the development of any policies and projects regarding trail riding and off-road riding by motorcycles in Cornwall.
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12.0 Road Safety and Training 12.1 Vision 12.1.1 The rate of motorcycle casualties starts falling every year. Access to
affordable and reputable post qualification advanced rider training should be available to all, including young riders. There is a presumption amongst the Cornwall motorcycle community that advanced rider training should be taken by all riders.
12.2 Background 12.2.1 Cornwall County Council is committed to the promotion, and co-ordination of
effective road safety education, training and publicity. Casualty reduction is the prime motivator. The Council is one of a small number of local authorities in the UK with a Motorcycle Training Team that offers training courses; it has been running these for over 30 years. It is intended to achieve improvements in the riders' skills, attitudes and behaviour thus helping to achieve national casualty reduction targets. The Team also provides knowledgeable advice for the public on legislation requirements for riding legally and safely on the road and promotes motorcycle safety through awareness and publicity campaigns.
12.2.2 The Motorcycle Training Team consists of 3 full time officers and 18 part time
motorcycle instructors. The Team provides courses at 3 sites, Scorrier, Bodmin and Truro. The courses available include Compulsory Basic Training and practical test training to gain a full licence. At all times students are advised that they should continue their training to the next stage. In particular, riders gaining their full licence are encouraged to seek advanced training to increase their defensive riding skills.
12.2.3 The Team also runs a 'Back to Biking' course which is intended for those
riders returning to motorcycling after a long break. In addition, they are involved in Bikesafe which is joint initiative with Devon & Cornwall Constabulary. At Bikesafe events, Police Motorcyclists provide riders with friendly, positive feedback and advice on how they can improve their skills after taking them out on observed rides. The Motorcycle Training Team also works closely with the Constabulary's Road Safety Officers to continuously monitor motorcycle casualty data in order to be able to initiate projects in response to particular local accident trends.
12.3 Consultation 12.3.1 With regard to road safety, Forum members were primarily concerned about
the actions of other road users and the risk that this can present to motorcyclists. These concerns stem from an opinion that other road users ‘look but don’t see’ oncoming riders. Alternatively, it may be that they have failed to correctly judge the speed of the approaching motorcyclist. A second concern regarding other road users was their tendency to make sudden manoeuvres potentially resulting in a collision should the rider fail to take evasive action. The condition of the highway itself was raised by the Forum as a road safety issue. This is discussed as a separate issue under the section headed Highway and Traffic.
12.3.2 In addition to the above, Forum members conceded that some motorcycle
collisions were the fault of the rider. This led on to a discussion regarding
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training. Riders were asked to discuss attitude to risk, they mentioned that some people become motorcyclists attracted by the thrill of speed, risk taking and control. The Forum considered that advanced rider training was valuable and had a role to play in tackling motorcycle casualties. It was suggested that more people could be encouraged to take advanced rider training if they could appreciate that they would develop riding skills that would help them to manage vulnerable situations and minimise risk. It was also indicated that if insurance companies were willing to offer discounts on premiums, that this would serve as an incentive for more people to take advanced rider training.
12.3.3 A number of issues were mentioned that served as a barrier to people
undertaking advanced rider training. For example, some people could be put off by its ‘unglamorous’ image or others may simply be unaware of where they can take it and how much it costs.
12.3.4 The Institute of Advanced Motorcyclists and the Council motorcycle training
officer were both present at the meeting that discussed training. They had both found that in their experience that the best people to promote advanced rider training are people that have recently taken a course themselves.
12.3.5 A further aspect of training specifically discussed was young riders aged 16 to
19 years old. In some cases, they may take their compulsory basis training certificate course and then never take further training, choosing, to ride as a learner with ‘L’ plates until they are eligible to start driving a car. The rider’s age, inexperience and willingness to take risks combines to make younger riders a vulnerable group.
12.3.6 To improve the safety of younger riders the Forum suggested that the County
Council could provide free or subsidised training courses. In addition off-road facilities could be provided enabling people to train in a car free environment. It was also mentioned that the Institute of Advanced Motorcyclists do not offer a course for people who ride small motorcycles such as scooters and mopeds. It was considered that this training gap needs addressing and that the County Council may have a role to play, perhaps in partnership with the Institute of Advanced Motorcyclists.
12.3.7 During consultation with Council Officers, concern was raised that there are
currently no regulations regarding the provision and standard of courses post-CBT. Motorcyclists may therefore attend a course believing they are gaining additional riding skilly when in fact the training is not providing the desired enhanced skills to make them a safer rider. Legislation regarding this is currently under consultation.
12.4 Recommendations 12.4.1 Cornwall County Council will be familiar with posters that are attached to lamp
posts that carry the message ‘Slow Down Speed Kills’ or ‘Slow Down Speed Limits Life’. These are usually attached to lamp posts for a period of up to six weeks and then moved to another location. It is suggested that the Cornwall County Council produces posters that display the message ‘THINK BIKE’. Similar to the speed campaign signs, a stock could be produced and then displayed and rotated around locations with a history of motorcycle casualties on a rotational basis. They could also be erected at places where motorcyclist meet or the routes of rallies/run-out. These signs will serve as a reminder to motorcyclists that they are a vulnerable mode of transport and that the County is giving this matter due regard. These signs will also raise motorcycle
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awareness of amongst other road users. It is recommended that these signs are made of metal so as not to be confused with unauthorised signs that the County Council is actively trying to remove.
12.4.2 A further initiative worthy of investigation would be to run an adshel or bus
back campaign that carries the same message. 12.4.3 It is recommended that the County Council investigates the scope and
availability of advanced rider training for scooter riders. Should provision be inadequate then the County Council should develop an advanced rider course for scooter riders, possibly in partnership with the Institute of Advanced Motorists and RoSPA.
12.4.4 It is understood that Devon County Council are working with Exeter University
to develop an initiative aimed at those riders willing to take risks. The term used for this work is “Anticipated Regret”. It is recommended that Cornwall County Council find out more about this initiative and then assess whether it would be worthwhile running something similar in Cornwall, maybe in partnership with Devon County Council.
12.4.5 At a meeting with Council Officers a suggestion was made and discussed that
there should be training about riding in groups. It is recommended that the Cornwall Motorcyclists Forum be consulted upon the usefulness of such a course. If agreed that this would be useful, the County Council should take the lead role to ensure such training is made available.
12.4.6 It is recommended that until the regulations concerning post CBT training is
implemented that the County Council research the standard of training available throughout the County. Motorcyclists could then be directed to those establishments with a higher standard of training.
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13.0 Public Consultation 13.1 Vision 13.1.1 That there is two way dialogue between the County Council and local riders
(through the Cornwall Motorcyclists Forum). This is conducted in a spirit of partnership with both groups sharing the common goal of reducing rider casualties and improving rider convenience. This would provide the County Council with a means of gaining a users’ perspective upon land use/transportation policies, projects and campaigns and riders with the opportunity to present their views and interests to decision makers.
Cornwall motorcyclist forum
13.2 Issues - Consultation 13.3 Recommendations 13.3.1 It is recommended that the Cornwall Motorcyclists Forum continues to meet
on a quarterly basis. In order to maximise the involvement of local riders, it is suggested that the meetings are held at different places around the County on a rotational basis.
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14.0 Road Safety Case Studies 14.1 Wacker Quay A374 14.1.1 Between 1st January 1990 and 24th February 2004, there have been 20
motorcycle collisions on the A374 resulting in 21 casualties. Five of these casualties were fatal, 13 resulted in serious injury and the remaining 6 slight injury. The A374 is a popular route with motorcyclist as it is a fast ‘A’ road passing through pleasant countryside. In addition, at Wacker Quay there are a series of bends that are considered exhilarating and challenging by some sections of the motorcycling community. At these bends there is a lay-by used by vehicles.
14.1.2 Taking fatal and serious accidents together, six collisions were due to the
rider losing control of the motorcycle. Similarly six collisions were the result of another vehicle failing to give way and/or crossing the path of the on-coming motorcyclist. Three casualties resulted from a motorcycle overtaking and one a motorcycle speeding. The remaining accident was due to a dog running out.
14.1.3 The six collisions where the rider lost control and the three that involved
overtaking may be attributable to riding at an inappropriate speed, rider willingness to take risks or lack of rider training and experience. As well as enforcement, education such as advanced rider training courses and initiatives to address rider attitudes may have a role to play in preventing the occurrence of similar collisions in the future.
14.1.4 In addition, there are a number of options for engineering works in the vicinity
of the Wacker Quay bends that could help reduce casualties. 14.1.5 All of the centre lines in the vicinity of the Wacker Quay bends are painted as
hazard lines. This is even the case away from the bends where the risk to motorcyclists is less. The over use of hazard centre lines in inappropriate locations may diminish their effectiveness as a warning to road users. It is recommended that consideration is given to removing the hazard centre lines in the approaches to the bends and replacing them with standard short centre lines. Road users, including motorcyclists, are then more likely to take extra care as they notice hazard centre lines ahead.
14.1.6 As mentioned above, there is a lay-by situated in-between the Wacker Quay
bends. If motorcyclists are made aware of this lay-by, they may ride with extra caution being mindful that a vehicle may turn in or out of it crossing the riders path. In Hampshire, high visibility yellow bollards are sometimes placed on either corner of a side road, drive way or lay-by to raise awareness amongst all road users that vehicles may be turning in or out of the side road junction. It is recommended that similar bollards are installed at either entrance/exit to the Wacker Quay lay-by. This would make all road users more aware of the lay-by, but moreover for motorcyclists, it would alert them to the situation that they are passing a lay-by and that there may be other vehicles turning either in or out of it. Whether from training or experience, motorcyclists are generally aware that they need to proceed with extra caution when they are passing in front of a side road, mindful that a vehicle may pull out in front of them. Care should be taken to make sure that these bollards do not interfere with sight lines.
14.1.7 An example of a road layout with a bend similar to Wacker Quay has been
found at Shanklin in the Isle of Wight along the A3055. A photograph of this
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bend is shown below. The Isle of Wight Government were contacted to determine the background to the decision to erect the signs shown in the photograph below and paint the kerb stones alternatively black and white. Painting the kerb stones black and white helps road users, not least motorcyclists, better judge the radii of the bend. It also brings to road users attention that they are approaching a bend with higher risk and that they should process with greater caution
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14.1.8 The bend is at the bottom of a 12% gradient and ‘tightens up’ on exit. A study from January 1989 to December 1993 revealed that there had been 12 collisions involving cyclists. From July 1994 to March 1996 an experimental scheme was installed involving warning signs, yellow bars and black and white kerb stones. The scheme appeared to be successful with only 2 collisions occurring during this period. The scheme was removed for a short while in March to September 1996 when the road was resurfaced. During that period one serious injury occurred involving a cyclist. The scheme received Department for Transport approval and was reinstated in September 1996. From September 1996 to February 2004 there have been only 9 collisions, just one of these involved a cyclists. It is recommended that consideration is given to the appropriateness of installing similar measures to those described above at the Wacker Quay bends.
14.1.9 The six collisions at Wacker Quay where another vehicle pulled out in front of
the on-coming motorcyclist may have occurred because the driver ‘looked but did not see’ the approaching rider. A motorcycle awareness campaign that makes other road users aware of the need to look particularly carefully for motorcyclists would help in this respect. The A374 would be a suitable location to erect the lamppost ‘Think Bike’ poster boards already recommended in paragraph 12.5.1.
14.2 Camborne 14.2.1 There have been 27 motorcycles collisions along the A3047 as it passes
through Camborne. It is notable that a significant proportion of these 37% (10) have involved riders aged between 16 and 20 years old. Accordingly, a high proportion of the motorcycles involved in these accidents have small engines, 37% (10) had an engine capacity of less than 125cc. the severity of injury the rider sustained in these collisions was generally slight, 63% (17), there were 10 serious accidents and no fatalities. Analysis of the STAT 19 reports by Cornwall County Council found that the motorcycle rider was at fault in 14 of the 27 collisions.
14.2.2 The A3047 through Camborne has been visited by TRL. The speed of traffic
appears to be slow probably attributable to its volume and the installation of various traffic calming measures. There also appear to be a lot of traffic activity such as on-street parking, loading and unloading and vehicle turning into and out of the many side roads. It may be possible that those young people riding small motorcycles that are involved in collisions are students at the nearby Cornwall College. This is a matter that is worthy of further investigation. If it is found that the use of small scooters by college students is contributing to the high number of collisions along this route then the college itself could become the focus of a motorcycle safety initiative. It is reported in the section titled Integration and Mobility, that a number of students do travel to college by scooter and that many of them are novice riders riding with ‘L’ plates.
14.2.3 It is also recommended that should the Council chose to proceed with the
recommendation that lamppost post boards are acquired displaying the message ‘Think Bike’, that these also could be usefully erected along the A3047 particularly during term time when motorcycle use may be higher.
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Traffic Queuing at Camborne
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15.0 Conclusions 15.0.1 Motorcycles are amongst one of the most vulnerable modes of transport.
Nevertheless, motorcycle sales are steadily rising and use is increasing. They are economic to run and provide the rider with mobility and enjoyment. The Department for Transport and many other local authorities are now mindful of the issues, problems and opportunities that motorcycle use presents. The Government has set up the Advisory Group on Motorcycling, the forthcoming Department for Transport “Guidance on Local Transport Plans” is expected to offer direction upon how local authorities respond to motorcycling issues in their Local Transport Plans.
15.0.2 In response to the above, Cornwall County Council appointed the Transport
Research Laboratory to work with them to study motorcycling in Cornwall and produce a series of recommendations upon how motorcycling in Cornwall could be made safer and more convenient.
15.0.3 The consultants have approached this work by first gaining an insight into
motorcycling in Cornwall. This has been achieved through the setting up of the Cornwall Motorcyclists Forum, a web based survey of motorcycle use, interviews with Council officers and site surveys. The findings of this work has raised a number of interesting issues, some of which warrant require further investigation.
15.0.4 Trail riding along by-ways, or green lanes, as they are known locally is a
popular leisure activity in Cornwall. However, whilst this is legal, it is considered by some to be an inappropriate countryside activity. It can sometimes lead to conflict between the user groups. The Council is aware of this problem and is being proactive in its response. However, staff time and budgetary constraints prohibits it from doing all it would like to achieve. The way forwards would be to bring all the users of by-ways, bridleways and footpaths together to identify the key issues. The objective would be to draft a prioritised strategy with short, medium and long term objectives.
15.0.5 Cornwall County Council is amongst just a few local authorities that offer
motorcycle training schemes. It was raised by the motorcycle forum that advanced rider training has an important role to play in tackling motorcycle casualties. Concern was also raised regarding the availability of post test training available to young scooter riders. These are both initiatives that the Council could further pursue.
15.0.6 During consultation with local riders, concerned was raised that the actions of
other road users sometimes expose motorcyclist to risk. It was mentioned that when drives are pulling out at junctions that they ‘look but do not see’ a motorcyclist approaching. Riders asked that the Council consider running a motorcycle awareness campaign. It is therefore suggested that a stock of lamppost poster boards are acquired and displayed around the County at relevant sites on a rotational basis.
15.0.7 There have been six meetings of the Cornwall Motorcyclists Forum, all of
which have been productive making a valuable contribution to this report. Having set this Forum up, it would be a loss to motorcycling in Cornwall if it were now to disband. Moreover, the Forum could have a key role to play with the implementation of the recommendations of this Strategy. It is
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recommended that the Forum continues to meet in a similar format as it does already but on a quarterly basis.
15.0.8 Similar to any other road user, a motorcycle rider needs somewhere to park
upon arrival at his/her final destination. As a general comment and similar to many other places, there is insufficient motorcycle parking in Cornwall both in terms of number and quality. It also became apparent from this work that little is known about motorcycle parking demand or supply. To address this, a motorcycle parking survey is recommended, thereby allowing a database to be built that can be used to identify shortfalls in supply. Those locations where motorcycle parking is needed most could then be prioritised and programmed.
15.0.9 It would have been prohibitively expensive and time consuming, and beyond
the brief of this project, to undertake an investigation into every motorcycle collision over the last five years. However, two sites were studied, Wacker Quay and Camborne. Both of these sites are different in their nature, one being a fast “A” road, the second a busy high street. At the first site, accidents had occurred as either the rider had lost control, was overtaking or had collided with another vehicle. At the second site, collisions involved either younger riders or smaller motorcycles. Cornwall County Council reports that in many cases the collisions are the responsibility of other road users. Recommendations have been made for both of these sites, upon the measures that could be taken to reduce rider casualties. The report also contains, under the section headed “Highways and Traffic”, advice upon engineering good practice, which can be applied to a range of situations.
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16.0 Summary of Recommendations 16.0.1 By way of summary, each of the recommendation made in this report are
listed and prioritised as being either short, medium or long term. Short term refers to the next six months, medium term between six months and two years and long term, over two years.
16.1 Short Term
16.1.1 Priority measures for motorcycling. It is recommended that the County
Council writes to the Department for Transport and Transport for London to register an interest in receiving the results of their research into motorcycle access to bus lanes. The County Council should also write to the Councils listed in para 6.2.1 who allow motorcycles access to bus lanes and ask for their experiences on the matter. If the information received is wholly relevant to the Cornwall situation, a decision on whether to allow or not allow motorcycles access to bus lanes should be taken. The criteria for making this decision should be that it improves motorcycle rider safety without compromising the safety and convenience of other road users.
16.1.2 Parking. It is recommended that the Council undertakes a survey of
motorcycle parking demand in Truro and all other town centres. This should determine the demand for motorcycle parking. A 1 hour parking beat survey between 07:00 and 19:00 hours should be undertaken to determine the number of motorcycles parked both on-street and off-street either formally or informally. The Cornwall Motorcyclists Forum should be consulted upon which centres they consider ought to be surveyed first.
16.1.3 Parking. The Council should ensure that it’s current parking standards for
motorcycles at new developments are always adhered to. 16.1.4 Parking. Motorcycle parking should be provided in accordance with the ‘Best
Practice’ guidelines presented in section 7.5. 16.1.5 Parking. It is recommended that the railway station motorcycle parking survey
is completed. 16.1.6 Theft. In Cornwall there already exists a Vehicle Crime Working Group. The
possibility of allowing a Forum member to sit on this Group should be explored.
16.1.7 Highway and traffic issues. The Council design and maintain highways and
manage traffic in accordance with the good practice offered in section 9.0. 16.1.8 Highway and traffic issues. It is recommended that the Council’s Hot Line for
reporting spilt diesel, pot holes and other hazards on the highway is more actively publicised. More people would then start to use it giving the Council the greater opportunity to remove hazards on the highway. The telephone number could be printed on Council stationery even on the Councils Planning, Transport and Estates Departmental letter headed paper.
16.1.9 Integration and mobility. By producing this strategy, Cornwall County Council
have demonstrated an awareness and commitment to integrating motorcycles
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in its Local Transport Plan. Whatever policy or strategy is produced must then be implemented if the safety and convenience of motorcycle riders is to be improved. It is recommended that the necessary approvals be secured allowing the recommendations of this document to be acted upon. A Council Officer should be nominated for this task and should be responsible for overseeing all motorcycling issues.
16.1.10 Trail riding. It is recommended that on behalf of the Cornwall Motorcyclists
Forum, that Council officers enquire whether the Chairman of the Forum could be included on the mailing list of the Local Access Forum meeting minutes. The Local Access Forum, set up in accordance with the Countryside and Rights of Way Act 2000, should be involved in the development of any policies and projects regarding trail riding and off-road riding by motorcycles in Cornwall.
16.1.11 Road safety and training. It is recommended that until the regulations
concerning post CBT training is implemented that the County Council research the standard of training available throughout the County. Motorcyclists could then be directed to those establishments with a higher standard of training.
16.1.12 Consultation . It is recommended that the Cornwall Motorcyclists Forum
continues to meet on a quarterly basis. In order to maximise the involvement of local riders, it is suggested that the meetings are held at different places around the County on a rotational basis.
16.2 Medium Term 16.2.1 Priority measures for motorcycling. Should the research or experience of
others prove inconclusive or not relevant, the Council should consider the feasibility of appointing consultants or undertaking ‘in house’ studies into motorcycle access to bus lanes trials in Cornwall.
16.2.2 Priority measures for motorcycling. The Council could investigate whether it
has any recent classified traffic counts at a junction with an advanced stop line. It should then be checked whether there are instances of cyclists turning right and motorcyclists turning left. If such a site is found the Council could write to the Department for Transport suggesting it would be a suitable site for further research into this matter.
16.2.3 Parking. A survey of motorcycle parking supply should also be undertaken.
This would involve a 'desk top' exercise of writing to the District Councils and private car park operators as well as examining records and information already held by the Council. A site survey should also be undertaken to determine the quality of the formal motorcycle parking that is provided.
16.2.4 Theft. One of the most effective means of tackling motorcycle crime is
through the provision of designated motorcycle parking with anchor points. This recommendation is discussed more fully in the parking section.
16.2.5 Theft. It is recommended that the Council endeavour to make riders aware of
the steps they can take themselves. Leaflets could be produced, motorcycle security seminars held or articles written in newspapers. Working with the local police the Council could pass the following guidance on to local riders:
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during the day, park in a busy public place; at night, park in a well lit area; vary the parking place; use designated parking bays, especially those with anchor points; use car parks that display the ‘Secured Car Park’ sign; cover the motorcycle; always engage the steering lock; use high tension steel cable or chain and a high quality padlock, or
a U lock through the wheel or bike frame; do not leave helmets or personal possessions with the bike or in
pannier bags; fit a motorcycle alarm with a warning sticker to discourage thieves;
and add security markings such as indelible or ultraviolet ink,
engravings or etchings. 16.2.6 When buying a bike:
enquire what security features it has; when buying second hand check the original registration document
for a watermark and the seller’s name; check to see whether the frame or engine number has been
tampered with and that it matches that on the registration document; and
be wary if the seller insists on meeting you away from their home address.
16.2.7 Riders parking their motorcycles in the designated parking bays should be
warned to leave it safely secured. A single motorcycle left unlocked may attract the attention of criminals, putting all other parked motorcycles at risk.
16.2.8 To further tackle motorcycle theft, local riders, motorcycle clubs, the council,
the police, training schools and dealers could consider setting up a ‘Cornwall Bike Watch’ scheme. This would work by:
circulate the details of stolen bikes and provide any information on
any suspects and/or their vehicles; warn motorcyclists where thieves are active and what type of bikes
are being stolen; and identify and circulate what security is being breached.
16.2.9 Highway and traffic issues. The County Council may be aware that the
Institute of Incorporated Highway Engineers are producing a document entitled 'Engineering Guidelines for Motorcycles'. The Council are advised to obtain a copy of this document upon its publication taking note of the guidance it contains.
16.2.10 Integration and mobility It is recommended that Cornwall County Council
include mopeds, scooters and small motorcycles in any future versions of it’s own travel plan. The use of motorcycles/mopeds can be assisted through:
Provision of safe and secure parking; Provision of changing facilities/storage for equipment, e.g.
motorcycle helmets; Provision of loans for purchase of motorcycles for travel to and
from work.
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Setting up workplace Motorcycle User Groups. 16.2.11 Road Safety and Training Cornwall County Council will be familiar with
posters that are attached to lamp posts that carry the message ‘Slow Down Speed Kills’ or ‘Slow Down Speed Limits Life’. These are usually attached to lamp posts for a period of up to six weeks and then moved to another location. It is suggested that the Cornwall County Council produces posters that display the message ‘THINK BIKE’. Similar to the speed campaign signs, a stock could be produced and then displayed and rotated around locations with a history of motorcycle casualties on a rotational basis. They could also be erected at places where motorcyclist meet or the routes of rallies/run-out. These signs will serve as a reminder to motorcyclists that they are a vulnerable mode of transport and that the County is giving this matter due regard. These signs will also raise motorcycle awareness of amongst other road users. It is recommended that these signs are made of metal so as not to be confused with unauthorised signs that the County Council is actively trying to remove.
16.2.12 Trail Riding. The consultation with local riders indicated that there was
mutual suspicion and mistrust between motorcycle trail riders and other users of BOATs. It is recommended that the Council convenes a meeting and invites the various user groups of BOATs to attend. The purpose of this meeting would be to give all users the opportunity to express their aspirations for the use of by-ways, their concerns and to listen to the views of others. The purpose of this meeting would also be to remove any misunderstandings and provide a forum for discussing and resolving issues of concern.
16.2.13 Road safety and training. A further initiative worthy of investigation would
be to run an adshel or bus back campaign that carries the same message. 16.2.14 Road safety and training. It is recommended that the County Council
investigates the scope and availability of advanced rider training for scooter riders. Should provision be inadequate then the County Council should develop an advanced rider course for scooter riders, possibly in partnership with the Institute of Advanced Motorists and RoSPA.
16.2.15 Road safety and training. It is understood that Devon County Council are
working with Exeter University to develop an initiative aimed at those riders willing to take risks. The term used for this work is “Anticipated Regret”. It is recommended that Cornwall County Council find out more about this initiative and then assess whether it would be worthwhile running something similar in Cornwall, maybe in partnership with Devon County Council.
16.2.16 Road safety and training At a meeting with Council Officers a suggestion
was made and discussed that there should be training about riding in groups. It is recommended that the Cornwall Motorcyclists Forum be consulted upon the usefulness of such a course. If agreed that this would be useful, the County Council should take the lead role to ensure such training is made available.
16.2.17 Case studies. Wacker Quay A374
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It is recommended that the feasibility of implementing all those motorcycle road safety measures set out in Section 14.1 are investigated. Where these are both suitable and feasible, they should be implemented.
16.2.18 Case studies. Camborne
It is recommended that the feasibility of implementing all those motorcycle road safety measures set out in Section 14.2 are investigated. Where these are both suitable and feasible, they should be implemented.
16.3 Long Term 16.3.1 Theft. A dedicated confidential and free telephone number could be set up to
report motorcycle crime. Participants in ‘Cornwall Bike Watch’ would receive regular up to date information about motorcycle crimes. The use of e-mail would be an effective way of achieving this. ‘Cornwall Bike Watch’ would be helping local riders to help themselves by providing the police with more ‘eyes and ears’ to gather information.
16.3.2 Trail riding In an ideal world it would be recommended that all by-ways,
bridleways and footpaths are correctly signed in accordance with the definitive map, to remove any ambiguity regarding their use. Any legal anomalies would need to be addressed before signs can be erected. However, it is appreciated that doing this would be prohibitively expensive. Taking this into account, it is recommended that through survey work, consultation with the Cornwall Motorcyclists Forum and the meeting of by-ways’ users that those bridleways and footpaths subject to most conflict between users are studied in detail to identify the nature of the conflict and devise mutually acceptable ways in which it can be addressed.
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17.0 References The Countryside Agency (2002), Two Wheels Work - A good practice guide for developing and implementing Wheels to Work schemes. Transport Statistics Bulletin, Vehicle Licensing Statistics 2003, National Statistics, 2003 Department of Transport, Environment and the Regions (1998), Transport White Paper ‘A New Deal for Transport: Better for Everyone’, July 1998. Department for Transport Local Government and the Regions, Traffic Advisory Leaflet ‘Motorcycle Parking’, March 2003. Department of Transport, Environment and the Regions (2000), Tomorrows Roads Safer for Everyone, March 2000. Developing an Integrated Transport Policy, Department of Environment, Transport and the Regions, August 1998. Tilly A J, Shared use of advanced stop lines, Transport Research Laboratory (2004) Department for Transport, Motorcycling in Great Britain, Personal Travel Fact sheet 10, Motorcycling, January 2003 Department of Transport, Environment and Regions, Motorcycling in Great Britain (May 2001)
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Appendix 1 – Definitions of Motorcycle Type Adventure (including Supermoto) These bikes are similar in style to enduro motorcycles but are predominantly designed and capable for on-road use only. Often they will have features similar to machines included in the touring category e.g. fairings, luggage carrying capacity etc. Custom These machines include ‘cruisers’ and ‘choppers’. They have flat but typically feature high handlebars, low seat height and forward footrests. Body panels and fittings contain high polished chrome content. Mopeds In law, a motorised two-wheeled vehicle with an engine capacity of less than 50cc and a maximum speed capability of 30mph, riders must be aged 16 years or over. Mopeds are available in motorcycle and scooter styles. In law, a motorised two-wheeled vehicle that is not a moped, riders must be aged 17 years or over. Sport/Touring Machines that fit between supersport and touring bikes categories. Typical features include full or partial fairings and practical rider and pillion seating with low to medium ride handlebars. They tend to have medium to large capacity engines. Supersport These machines are designed to mimic or directly replicate racing bikes. They normally have full fairings and low handlebars and are sometimes referred to as race replicas. Scooters Have an engine, as an integral part of the rear suspension or the chassis is a step-through type, irrespective of cc or wheel size. Includes all types of transmission. Touring Bikes generally have large engines and are designed for long-distance riding. Typical features include a more comfortable seating position for rider and pillion, luggage carrying capability and weather protection, such as fairings with a fixed or adjustable windscreen. Naked Machines are built to a basic specification with no fairing and an upright riding position. Engines are large to medium and often called retro. Trail/Enduro These bikes encompass trail, enduro and trail bikes with an off-road or cross-country capability. Source: Motorcycle Industry Association
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Appendix 2: Casualty Rates by Road User Type and Severity, 1992-2002 Rate per 100 million vehicle kilometres1/percentage Road user type Severity 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002
Pedal cyclists KilledKSI2
All severities
4.384
522
4.694
596
4.399
613
5.2 95
597
4.992
597
4.587
599
483
574
4.277
555
3.166
491
3.363
447
3 56
389
Two- wheel motor vehicle riders
KilledKSI
All severities
9.7150551
10167610
11163596
11 162 576
11152567
12150571
11145556
12143545
13150579
11143563
11 138 524
Car drivers Killed
KSIAll severities
0.44.634
0.34.234
0.34.335
0.3 4.1 34
0.34.236
0.34.137
0.33.736
0.33.435
0.33.436
0.33.335
0.3 3.1 33
Bus or coach drivers Killed
KSIAll Severities
0.11.315
0.11.314
01.416
0 1.7 15
01.216
01.516
01.317
01.317
01
20
0.11.219
0 1
17
Light goods vehicle drivers Killed
KSIAll Severities
0.22.315
0.21.812
0.11.812
0.1 1.8 11
0.11.511
0.11.411
0.11.411
0.11.210
0.11.210
0.11.110
0.1 1.1
9
Heavy goods vehicle drivers Killed
KSIAll Severities
0.22
10
0.22.212
0.22
12
0.2 2.1 11
0.21.810
0.11.811
0.21.711
0.21.711
0.11.711
0.21.510
0.2 1.5
9
All drivers and riders3 Killed
KSIAll Severities
0.56.742
0.46.241
0.46.342
0.4 6.1 41
0.45.842
0.45.742
0.45.341
0.45.140
0.45
41
0.44.940
0.4 4.6 37
Percentage of all road user casualties accounted for by
drivers and riders
KilledKSI
All Severities
485255
475356
495357
50 53 57
525457
545558
555559
555659
565760
575860
58 58 60
1. From 1993 figures have been produced on a new, more accurate basis and are not directly comparable with earlier data. See ‘Notes’ for more details 2. Killed or seriously injured. 3. Inclusive driver and riders of other vehicles. Table: All casualties by road user type and severity 1994 – 98 average, 1995 - 2002
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Road user type 1994-98 average1 1995 1996 1997 1998 1999 2000 2001 2002
Pedestrians Killed 1,008 1,038 997 973 906 870 857 826 775 KSI 2 11,669 12,297 11,612 11,026 10,481 9,825 9,498 9,064 8,631 All severities 46,543 47,083 46,450 45,601 44,886 42,888 42,033 40,577 38,784 Pedal cyclists Killed 186 213 203 183 158 172 127 138 130 KSI 3,732 3,967 3,789 3,592 3,312 3,367 2,770 2,678 2,450 All severities 24,385 24,945 24,584 24,636 22,923 22,840 20,612 19,114 17,107 Two-wheel motor vehicles riders Killed 434 416 414 477 466 525 573 554 580 KSI 5,988 6,088 5,717 5,959 6,005 6,443 6,885 6,883 7,030 All severities 22,251 21,646 21,386 22,697 22,984 24,516 26,513 27,135 26,628 Two-wheel motor vehicle pillion passengers Killed 33 29 26 32 32 22 32 29 29 KSI 487 527 491 487 437 465 489 422 470 All severities 1,772 1,878 1,747 1,795 1,626 1,676 1,699 1,675 1,725 Car drivers Killed 1,128 1,086 1,146 1,171 1,134 1,082 1,087 1,164 1,146 KSI 14,634 14,557 15,015 14,881 13,841 12,995 12,695 12,555 12,030 All severities 127,958 120,623 128,922 134,125 134,789 132,067 133,928 132,318 129,024 Car passengers Killed 634 663 660 624 562 605 578 585 601 KSI 8,619 8,904 9,033 8,310 7,835 7,373 7,024 6,869 6,698 All severities 75,329 73,404 76,414 77,323 75,685 73,668 72,871 70,484 68,401 Bus or coach drivers Killed 1 1 1 2 1 0 1 4 2 KSI 71 85 62 75 69 67 51 64 53 All severities 804 734 807 833 907 908 1,024 992 873
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Bus or coach passengers3 Killed 19 34 10 12 17 11 14 10 17 KSI 645 751 633 526 562 544 527 498 498 All severities 8,794 8,544 8,538 8,606 8,932 9,344 9,064 8,892 8,132 Light goods vehicle drivers Killed 48 52 45 45 46 42 55 46 54 KSI 735 813 701 677 699 606 609 607 579 All severities 5,378 5,088 5,268 5,676 5,182 5,245 5,336 5,206 Light goods vehicle passengers Killed 17 17 16 19 21 23 11 18 16 KSI 279 293 288 251 250 261 204 204 201 All severities 2,046 2,112 1,947 1,961 1,996 1,942 1,762 1,968 1,801 Heavy goods vehicle drivers Killed 46 50 52 39 52 45 42 47 51 KSI 497 539 467 491 482 469 481 434 438 All severities 2,855 2,825 2,740 2,854 2,944 2,980 3,038 2,850 2,657 Heavy goods vehicle passengers Killed 7 7 11 6 8 7 13 7 12 KSI 82 96 88 82 78 71 90 66 86 All severities 483 506 505 448 500 504 559 538 521 All road users4 Killed 3,578 3,621 3,598 3,599 3,421 3,423 3,409 3,450 3,431 KSI 47,656 49,154 48,097 46,583 44,255 42,545 41,564 40,560 39,407 All severities 319,928 310,687 320,578 327,803 325,212 320,310 320,283 313,309 302,605
1 Figures exceeding 10 have been rounded to the nearest whole number. 2 Killed or seriously injured. 3 Includes boarding and alighting. 4 Includes other road users, sex and road user not reported.
Source: http://www.dft.gov.uk/stellent/groups/dft_control/documents/contentservertemplate/dft_index.hcst?n=8640&l=5
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Appendix 3: Cornwall Motorcycle Survey on-line Questionnaire
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Appendix 4: Comparison of Motorcycle, Petrol Car and Diesel Car Running Costs Motoring Costs 2003 Petrol Cars
NEW CAR PURCHASE PRICE Standing charges per year, £
Up to £10,000
£10,000 to
£13,000
£13,000 to
£20,000
£20,000 to
£30,000
Over £30,000
A B C D E
Road tax Insurance Cost of capital Depreciation AA Subscription
125 335 214
1220 99
145 347 300
1859 99
160 448 412 2080
99
160 630 598
3288 99
160 859 1026 5118
99
TOTAL £ 1993 2750 3199 4775 7262
Standing Charges,
pence per mile
At 5,000 miles per year At 10,000 At 15,000 At 20,000 At 25,000 At 30,000
38.15 19.93 13.86 10.88 9.19 8.27
52.40 27.50 19.20 15.14 12.86 11.65
61.07 31.99 22.30 17.56 14.88 13.44
90.90 47.75 33.37 26.34 22.39 20.30
138.07 72.62 50.80 38.01 34.17 31.03
Running costs, pence per mile A B C D E
Petrol* Tyres Servicing labour costs Replacement Parts Parking and Tolls
7.98 0.80 2.12 1.04 1.80
9.98 1.20 2.45 1.37 1.80
11.97 1.60 3.00 1.71 1.80
12.83 2.60 3.49 2.26 1.80
17.10 4.00 4.48 3.21 1.80
TOTAL PENCE: 13.74 16.80 20.08 22.98 30.59
* Unleaded petrol at 79.0 pence per litre For each penny more or less, add or subtract:
0.10 0.13 0.15 0.16 0.22
Total of standing and running costs In pence per mile based on:
5,000 miles per year 10,000 15,000 20,000 25,000 30,000
51.89 33.67 27.60 24.62 22.93 22.01
69.19 44.30 36.00 31.94 29.65 28.44
81.15 52.07 42.38 37.64 34.96 33.52
113.87 70.73 56.34 49.32 45.36 43.28
168.67 103.21 81.39 68.60 64.76 61.62
Please see the associated notes for more detail. These figures are typical but do not represent all types of vehicle and conditions of use. Once compiled, some of the variables may change at any time.
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The Cost of Motoring - 2002 How much does it cost to run a car? The AA tables are published annually to give a guide as to how much it’s likely to cost the average private user to run a car, petrol or diesel powered, or a motorcycle. In fact the figures given can only be a guide, as individual vehicles will vary: for instance the fuel consumption will depend on the traffic conditions and the type of journey, and repairs can be unpredictable. However, the aim is to show a representative cost that reflects all the important items, so that the motorist can see how it all adds up. Standing Charges The standing charges are those that will be incurred just to keep the vehicle ready for use on the road. So they include the Road Tax (annual VED), insurance, the cost of the capital used for the vehicle, the loss of value of the vehicle or depreciation, and the annual AA subscription. The depreciation is often the biggest single factor, though it’s easy to lose sight of it in terms of an every-day expense. Running Costs The running costs are those that depend directly on the use of the vehicle – fuel, tyres, servicing and repair costs. Every mile run adds this amount to the annual bill, and every mile saved cuts the cost by this amount. Claiming Mileage How much an employer pays for mileage is a matter for negotiation between them and the employees, as circumstances will vary. The Inland Revenue operates the Approved Mileage Allowance Payment (AMAP) system – details from your local tax office or: www.inlandrevenue.gov.uk/cars/using_own.htm and www.inlandrevenue.gov.uk/cars/using_own.htm The figures given in our tables are VAT inclusive. Additional Notes for Cars:- A Road Tax. Cars registered after 1st March 2001 have a rate of Vehicle Excise Duty set according to their fuel type and emissions of carbon dioxide in the legislated Type Approval tests. Older cars will have one of two rates; the lower rate for cars with an engine capacity of less than 1549cc, the higher rate for larger engines. In the Diesel Car table, all cars are put in at the higher rate as only a few can qualify for the lower rate. B Insurance. This is the average cost for a comprehensive policy with a 60% no claims discount. C Cost of capital. This sum represents the loss of income from the owner having money tied up in a vehicle, which otherwise could be earning interest in a deposit account. It’s calculated at 4.5% of the average value for the car size group. Any further charges for a loan or hire-purchase will be extra to this. D
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Depreciation. Cars will lose value at different rates, depending on their make, age, mileage and condition etc. The tables assume that depreciation costs are averaged over the first five years from new, and include typical adjustments for the different annual mileages in that period. Older cars will in general depreciate at a slower rate. E The AA subscription allows for ‘Option 200’ joint membership at current rates. F The fuel cost is based on the average UK price at the time of publication, but can be adjusted as required using the factor given. The fuel consumption figures taken are typical for the car groups listed. G Tyre prices vary with location, but these are average costs based on a tyre life of 20,000 miles. H The labour costs cover normal servicing and parts replacement at a dealer, taking a labour rate of £56 per hour including VAT. I The replacement parts included cover those likely to be needed under normal driving conditions, such as brake materials, drive belts, battery, filters, oils and hoses. Note that in the tables, the costs are given for petrol cars according to engine capacity. Diesel cars however are put into four groups according to new cost, as engine size does not reflect the class of car in the same way.
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Motoring Costs 2003 Diesel Cars
NEW CAR PURCHASE PRICE Standing charges per year, £
Up to £10,000
£10,000 to
£13,000
£13,000 to
£20,000
£20,000 to
£30,000
Over £30,000
A B C D E
Road tax Insurance Cost of capital Depreciation AA Subscription
135 335 225
1285 99
155 347 286
1746 99
165 448 439 2240
99
165 630 614
2867 99
165 859 871 3659
99
TOTAL £ 2079 2633 3391 4375 5653
Standing Charges,
pence per mile
At 5,000 miles per year At 10,000 At 15,000 At 20,000 At 25,000 At 30,000
39.78 20.79 14.46 11.36 9.60 8.64
50.22 26.33 18.37 14.47 12.28 11.10
64.68 33.91 23.65 18.64 15.80 14.29
83.49 43.75 30.50 24.03 20.37 18.41
107.94 56.53 39.39 29.72 26.27 23.72
Running costs, pence per mile A B C D E
Petrol* Tyres Servicing labour costs Replacement Parts Parking and Tolls
7.56 0.80 2.12 1.04 1.80
8.23 1.20 2.45 1.37 1.80
8.62 1.60 3.00 1.71 1.80
9.50 2.60 3.49 2.26 1.80
12.78 4.00 4.48 3.21 1.80
TOTAL PENCE: 13.32 15.05 16.73 19.65 26.27
* Diesel fuel at 81.5 pence per litre For each penny more or less, add or subtract:
0.09 0.10 0.11 0.12 0.16
Total of standing and running costs In pence per mile based on:
5,000 miles per year 10,000 15,000 20,000 25,000 30,000
53.10 34.11 27.78 24.68 22.92 21.96
65.27 41.38 33.42 29.53 27.33 26.16
81.41 50.64 40.38 35.36 32.53 31.02
103.14 63.40 50.15 43.68 40.02 38.06
134.20 82.80 65.66 55.99 52.54 49.99
Please see the associated notes for more detail. These figures are typical but do not represent all types of vehicle and conditions of use. Once compiled, some of the variables may change at any time.
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The Cost of Motoring - 2002 How much does it cost to run a car? The AA tables are published annually to give a guide as to how much it’s likely to cost the average private user to run a car, petrol or diesel powered, or a motorcycle. In fact the figures given can only be a guide, as individual vehicles will vary: for instance the fuel consumption will depend on the traffic conditions and the type of journey, and repairs can be unpredictable. However, the aim is to show a representative cost that reflects all the important items, so that the motorist can see how it all adds up. Standing Charges The standing charges are those that will be incurred just to keep the vehicle ready for use on the road. So they include the Road Tax (annual VED), insurance, the cost of the capital used for the vehicle, the loss of value of the vehicle or depreciation, and the annual AA subscription. The depreciation is often the biggest single factor, though it’s easy to lose sight of it in terms of an every-day expense. Running Costs The running costs are those that depend directly on the use of the vehicle – fuel, tyres, servicing and repair costs. Every mile run adds this amount to the annual bill, and every mile saved cuts the cost by this amount. Claiming Mileage How much an employer pays for mileage is a matter for negotiation between them and the employees, as circumstances will vary. The Inland Revenue operates the Approved Mileage Allowance Payment (AMAP) system – details from your local tax office or: www.inlandrevenue.gov.uk/cars/using_own.htm and www.inlandrevenue.gov.uk/cars/fuel_company_cars.htm The figures given in our tables are VAT inclusive.
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Motoring Costs 2003 Motorcycles, Mopeds and Scooters
ENGINE CAPACITY Standing charges per year, £
Up to 50
51 to 150
151 to 250
251 to 600
601 to 800
Over 800
L M N O P Q
Road tax Insurance Cost of capital Depreciation Helmet and clothing AA Subscription
15 157 45 221 150 79
15 254 68 237 200 79
30 370 105 391 200 79
45 430 133 514 250 79
60 680 158 607 250 79
60 1290 275 921 250 79
TOTAL £ 667 853 1175 1451 1834 2875
Standing Charges, pence per mile
At 2,000 miles per year At 4,000 At 8,000 At 12,000
31.14 16.68 9.72 7.40
40.28 21.33 12.14 9.08
54.84 29.38 17.13 13.05
67.41 36.28 21.35 16.38
85.63 45.85 26.72 20.34
134.54 71.88 41.69 31.63
Running costs, pence per mile
A B C D
Petrol* Tyres Servicing labour costs Replacement Parts
4.49 0.30 2.10 0.87
5.13 0.53 2.98 1.32
5.99 0.60 4.62 1.61
7.18 1.00 6.25 2.45
8.98 1.50 8.10 3.76
11.97 3.12 9.72 5.00
TOTAL PENCE: 7.76 9.96 12.82 16.88 22.34 29.81
* Unleaded petrol at 79.0 pence per litre For each penny more or less, add or subtract: 0.05 0.07 0.08 0.09 0.11 0.15
Total of standing and running costs In pence per mile based on: 2,000 miles per year 4,000 8,000 12,000
38.90 24.43 17.48 15.16
50.24 31.29 22.10 19.04
67.66 42.19 29.95 25.87
84.29 53.16 38.23 33.26
107.97 68.19 49.06 42.68
164.35 101.69 71.50 61.44
Please see the associated notes for more detail. These figures are typical but do not represent all types of vehicles and conditions of use. They are compiled immediately after the Budget, and during the following year some of the variables may change.
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Additional Notes for Mopeds, Scooters and Motorcycles:- L Road Tax (Vehicle Excise Duty). Note that the engine size bands for VED are not the same as the bands used for these costs. M Insurance rates are an average for Third Party, Fire and Theft policy without a no-claims discount. N Cost of capital. This sum represents the loss of income from having money tied up in a vehicle, which otherwise could be earning interest in a deposit account. It’s calculated at 4.5% of the average value motorcycle for the size group. Any further charges for a loan or hire-purchase will be extra to this. O Depreciation is very dependent on market conditions and individual machines, condition and so on. These are broad averages for typical models, but there may be significant variations. P The cost of helmet and clothing assumes that these items have a life of three years. Q The AA subscription is for Option 200. R The petrol cost is based on the average UK price at the time of publication, but can be adjusted as required using the factor given. The fuel consumption figures taken are typical for the size groups listed. S The tyre service life is adjusted for the type of motorcycle, but this will also vary depending on the individual riding style. T The service labour costs cover normal servicing and parts replacement at a dealer, taking a labour rate of £56 per hour including VAT. U The replacement parts included cover those likely to be needed under normal conditions, such as brake materials, chains, battery, filters, oils and suspension parts.
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Appendix 5: Trail Riders Fellowship Code of Conduct
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Appendix 6: Survey of Motorcycle Parking at Railway Stations The Cornwall Local Transport Plan Annual Progress Report July 2003 presents a series of Core and Local Indicators. Under the heading Widening Travel Choice, secure parking for motorcycles at interchanges/towns is listed as a performance indicator. From a baseline figure of zero in 2000, it is the target to provide secure motorcycle parking at 26 railway stations by 2006, 16 such facilities have been installed to date. Penryn At Penryn station, the rear outside wall of the passenger waiting shelter backs on to station car park. It is recommended that secure motorcycle parking is provided in the station car park situated immediately behind this passenger waiting shelter. An anchor point of the type shown above should be installed and a bay measuring 2.5 metres by 3.9 metres marked out by white lining. This should include the words ‘Motorcycle Parking Only’. The parking area should have bollards around its perimeter each spaced 1.5 metres apart. Perranwell Similar to Penryn, at Perranwell station, the rear outside wall of the passenger waiting shelter also backs on to the station car park. It is recommended that secure motorcycle parking is provided at this station to the same specification recommended at Penryn station. Falmouth Town Parking for Falmouth Town railway station is available in ‘The Dell’ long stay, pay and display car park. This car park is separate from the station being situated at a lower level than the station itself. Passengers must walk up a footpath to reach the station above. The physical separation of the station and its car park may diminish the confidence of a motorcycle rider to leave his/her motorcycle parked as they may be concerned that it will be stolen or tampered with. In view of this, it is recommended that motorcycle parking is provided on street on the western side of Avenue Road immediately north of the railway bridge. Here the road widens as it bends providing sufficient space for on-street motorcycle parking at right angles to the kerb stone. It is recommended that an upright anchor point is installed on the highway pavement next to and parallel with the kerb stones. Falmouth Docks Vehicles approaching Falmouth Dock station travel along Pendennis Rise and enter the car park via separate entry and exit points. These are separated by a hardstanding raised to kerb height. It is recommend that on-street secure motorcycle parking is provided by installing an upright anchor point on the southern side of this raised hardstanding. This would be the side of the hardstanding that appears outside the car park itself. The kerb line of the footway along Pendennis Rise and that of the raised hardstanding are offset providing an ideal site for motorcycle parking. Penzance Penzance railway station forecourt and car park appears to have been recently refurbished and modernised. This makes it difficult to introduce motorcycle parking retrospectively without causing disturbance to these works. The layout of the station has been carefully designed so that all features complement one another. It would be difficult to introduce motorcycle parking without either spoiling the overall design of the station or, if it were to be sensitively incorporated, incurring some expense.
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The Vacant Parking Space is the Recommended Motorcycle Parking Location at Penzance Station
Quintrell Downs Quintrell Downs is a railway station halt without any motorcycle parking. In view of it's size, location and frequency of trains, the provision of motorcycle parking here is low priority. If it were to be provided, it should be positioned, just north of the level crossing, on the eastern side of the A3058.
Quintrell Downs Station
Camborne The best site for motorcycle parking at Camborne station would be near the entrance to platform one, at the foot of the passenger footbridge. Motorcycles could be parked at right angles to the chain link fence in what appears to have once been a taxi rank. As shown in the photograph, the hard-standing is currently in a poor condition and would need resurfacing. Provision of motorcycle parking within the platform 2 car park is more complicated as it would require a revision of how all car parking is managed.
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Recommended Motorcycle Parking Location Camborne
St Ives Park and Ride Motorcycle parking at St Ives park and ride is low priority. It is unlikely that it would be used as it is in an isolated location meaning motorcyclists would be reluctant to leave their motorcycle parked through fear of crime. Moreover, motorcyclists are likely to ride into St Ives itself confident of finding somewhere to park given their motorcycle size and manoeuvrability. Carbis Bay Motorcycle parking at Carbis Bay could be provided within the car park on the northern side of the station at right angles to the armcote barrier. The preferred site is shown in the photograph below.
Recommended Motorcycle Parking Location Carbis Bay
St Ives There is ample opportunity for the provision of motorcycle parking within St Ives station car park. However, this may require a revision of how car parking is currently
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managed and spaces allocated. The best location would be at right angles to the chain link fence behind the northern eastbound platform. People waiting on the platform itself would provide good casual surveillance. Motorcycle parking here would however require the removal/relocation of some taxi parking.
Recommended Motorcycle Parking Location St Ives
Lelant Motorcycle parking at Lelant Station is low priority given its location, size and frequency of services. If it was to be provided the best location would be within the car park at right angles to the rear of the café hut. In the photograph below the tape measure shows 2.6 metres, sufficient space for up to three motorcycles. The motorcycle parking site would need to be signed and marked out with white lining.
Recommended Motorcycle Parking Lelant
St Erth At St Erth station there appears to be what could be motorcycle parking within the car park on the northern side of the station. It is an area at the entrance to the car park protected by bollards. As shown in the photograph below, there are no signs or road markings to explain its intended use if any. Nevertheless, with the provision of signing and anchor points it would be a good site for motorcycle parking.
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Suitable Location for Motorcycle Parking
Newquay The recommended site for motorcycle parking at Newquay station is at the far end of the existing taxi rank immediately in front of the pay and display ticket machine and platform entrance. Motorcycle parking in this location would require taking some of the taxi rank. A decision to do this should be taken in consultation with the taxi operators, there does however appear to be some spare capacity. This may need to be confirmed by parking surveys.
Truro It is recommended that motorcycle parking at Truro station is located in the car park in-between the station and Station Road. As shown in the photograph below, there is available space in front and left of the British Transport Police office