12. Road Works.

Shared objective: To respond to the special needs of powered two wheeler riders at road works.

Issues.

Road works often result in an uneven road surface which in turn creates problems for powered two wheeler riders. Cold planing is particularly hazardous as the tracks formed can actually steer a PTW and is then difficult to get out of. Road works must be properly sign posted and well lit at night. Often a road is sign posted ‘temporary surface’ and then left for a number of weeks. There should be strictly enforced time limits on how long a length of road can remain as a ‘temporary surface’. Cast steel plating that provides a ramp for vehicles at the entrances and exits to road works can be treacherously slippy and especially dangerous if the rider is not properly forewarned and then hits it speed.

Temporary traffic lights often involve laying a power cable across the carriageway. When this is not covered and not secured it effectively acts like a roller and can cause a PTWs front wheel to slide. This problem is made worse when it is on a bend, its entry/exit or when it is running across the road at an angle.

Traffic signs and cones at road works are often blown over by wind or by passing vehicles, hit by traffic or deliberately knocked over by vandals. In some cases they may become an obstruction on the highway causing PTWs and others to swerve. If thy are hit by a PTW the rider may lose control and possibly crash.

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.

Action.

All road works including the contractors plant will be properly lit and accurately signed to warn road users that they are being approached. Road signs will be checked regularly to make sure all the warnings remain in place. Power cables running across the road must be laid so that they take the most direct route across the carriageway at a right angle. The cable should then be either fixed or covered with casing to keep it in place.

Where the use of ramps is necessary at the entrance or exit of road works they should be made of materials that offer the maximum amount of skid resistance.

13. Powered Two Wheelers in bus lanes.

Shared objective: To encourage the production of a common sub regional policy on powered two wheelers in bus lanes.

Issues.

A bus lane is a length of road allocated use by buses only. They are usually on busy roads and are created to allow buses to avoid the worst effects of traffic congestion. There benefits are quicker journey times and more reliable services. There are currently only short sections of bus and cycle highway in Sandwell though proper bus lanes will be included in the Walsall to Blackheath Showcase Route 404 currently under design.

Benefits.

The commonly cited benefits of allowing powered two wheelers to use bus lanes are that:-

Objections.

Others however object on the grounds that:-

The issue of PTWs in bus lanes was discussed at a meeting of ‘Cycling in Sandwell’ 24^th September 1997. The meeting agreed that the ‘shared use of bus/cycle lanes with PTWs was generally considered to be acceptable’. Powered two wheelers have been allowed to use bus lanes in Bristol since 12^th June 1995 initially under an Experimental Traffic Regulation Order made by Avon County Council. A video study was undertaken which revealed that the majority of motorcyclists used bus lanes in preference to general traffic lanes. The study did not however produce any valid quantitative conclusion regarding safety (Transport Research Laboratory, Project Report PR/TT/19296 Motorcycle use of bus lanes in Bristol: A video survey, RJ Balcombe, November 1996).

The Department of Transport, Environment and the Regions considers that there are still some unanswered questions about the impact of allowing powered two wheelers in bus lanes. It would in fact ‘welcome proposals from local authorities interested in conducting properly monitored pilot studies of the use of bus lanes by powered two wheelers to help inform decisions on whether there is a case for motorcycles to be allowed to use bus lanes’ (Guidance on Provisional Transport Plans April 1999 Department of Transport, Environment and the Regions).

Action.

Whatever the view on PTWs in bus lanes it makes no sense to have a situation where neighbouring authorities operate a different policy. The situation could then arise where a rider is allowed to use a bus lane in one Borough but has to leave when the Borough boundary is crossed. To avoid this situation in the West Midlands, Sandwell Council will encourage a debate to agree a common sub regional policy.

14. Powered two wheelers as an alternative to the car.

Shared objectives: To raise awareness amongst powered two wheeler riders of the environmental and congestion consequences of their travel choices.

Issues

Road traffic growth.

Car traffic increased ten fold between 1952 and 1992. Recent Government forecasts suggest that in 20 years’ time traffic levels will be between 36% and 57% higher than now, unless we change our policies and travel habits (Developing an integrated Transport policy - an invitation to contribute DETR August 1997). This growth is having a damaging effect upon the environment, public health and the economy. For instance:-

Britain’s roads are being used more than ever before. The total number of vehicle kilometres driven in the West Midlands increased by 13 per cent between 1987 and 1997 (West Midlands Transport Package 1998). This road traffic growth is having a damaging effect on the environment, the economy and public health. Sandwell Council has responded to this problem by adopting transport policies that encourage and enable travel by means other than by car.

There is no single solution to the problem of road traffic growth. Public transport, walking and cycling all have a contribution to make but they are not able to satisfy travel need in every situation. Powered two wheelers have significant congestion benefits and in some cases environmental benefits over the car whilst offering the same door to door convenience. The Government’s Department of Transport, Environment and the Regions in the document ‘Guidance on Provisional Local Transport Plans’ takes the same view highlighting that ‘mopeds and small motorcycles may produce benefits if they substitute car use, but not if people switch from walking, cycling or public transport’.

Road space.

Whilst a PTW correctly positioned takes up that same amount of road space as a car in free flowing traffic they are able double up in traffic lanes when queuing at traffic lights for example. Furthermore when traffic speeds fall to a crawl in congested conditions a PTW can filter through it. In the event of a break down a PTW can usually be moved by the rider out of the traffic flow causing minimal delay to other road users. In a parking space designed for a car up to five PTWs can be parked. A modal shift away from the car would therefore reduce the demand for parking land. Because PTWs can be parked more easily than cars, a shift from car to PTWs would mean fewer cars cruising in town centres looking for somewhere to park.

It is recognised that a solo PTW can carry at maximum only one passenger compared to three in car. However it should also be recognised that the 1992 European Commission Green Paper on the impact of Transport on the Environment cited average vehicle occupancy rates as 1 to 1.2 persons during peak travelling times in European cities.

Road damage.

Because of their light weight and low axle loadings powered two wheelers are responsible for minimal road damage. Accommodating PTWs would require few changes to the current road infrastructure.

Time savings.

The European Commissions Motor Vehicle Emissions Group reported in 1992 that PTWs could undertake urban journeys 16 to 46 per cent quicker than cars.

Sustainability.

Generally PTWs have lower fuel consumption and hence lower carbon dioxide emissions (the ‘greenhouse gas’) than driver only cars but on a per passenger basis the benefits are less clear cut. PTWs generally emit more hydrocarbons and carbon monoxide per kilometre travelled than petrol cars equipped with catalytic converters but broadly similar amounts of nitrogen oxides and particulates - the pollutants of most concern in urban areas (Motorcycles, DETR, RSVD October 1997). Mopeds and lower powered 2-stroke PTWs are more fuel efficient and emit slightly less nitrogen oxide than a petrol car with a catalytic converter. However, they emit rather more particulates due to the addition of lubricating oil to the fuel. Ninety per cent of PTWs can run on unleaded petrol (British Motorcyclists Federation, Motor cycle Use - The road to reduced pollution & congestion).

A PTW’s ability to filter through stationary traffic means that they are forced to remain stationary with the engine idling - consuming fuel and producing emissions, less often than a car. It also takes far fewer resources to make a PTW compared to a car. Once a PTW has reached the end of its useful life 75 per cent of components can be reused on other machines, the remaining 25 per cent can be recycled (Motorcycle Industry, Powered Two Wheelers the Smart Choice, 1999). At most only 3 per cent of an end of life PTW ends up as valueless shredding residue (British Motorcyclists Federation, Motor cycle Use - The road to reduced pollution & congestion).

Source: Bus emissions and air pollution in London, London Transport Buses.

Table Three above sets out London Transport Buses estimate of the emissions of different types of vehicle in London traffic conditions. The information has been sorted by column in descending order first by carbon monoxide followed by nitrogen oxides, hydrocarbons, particulates, and then lead.

Action.

The 1998 Transport White Paper reaffirmed the importance of cycling and endorsed the targets and aspirations outlined in the National Cycling Strategy of doubling the number of cycling trips by 2002 (on 1996 figures) and then doubling again by 2012. It is the aim of the Government’s Transport Policy to widen travel choice by providing real alternatives to car use. Powered two wheelers are a genuine alternative and satisfy the riders travel needs. Powered two wheelers have historically been overlooked because of their safety record. Transport planners have been reluctant to provide facilities that would properly cater for PTWs fearing a rise in PTW use and a corresponding rise in accidents. However the difference in the safety records of cycling and PTWs is not as great as the policy difference between them might suggest i.e. actively encouraging cycling but not PTWs. Table four and five shows the difference between motorcyclists accidents and pedal cyclists accidents in 1997. The total number of accidents is very similar though the severity of PTW casualties is worse. It is worth taking into account research by the Transport Research Laboratory which found that only 27 per cent of pedal cyclists casualties tend to be reported. Taking this into account the difference in the safety record between the two modes is not as great as the table suggests.

TABLE FOUR Pedal cycle casualties

Source: Department of Environment, Transport and the Regions Press Notice 459 11^th June 1998

TABLE FIVE Motorcycle casualties

Source: Department of Environment, Transport and the Regions Press Notice 459 11^th June 1998

15. Powered Two Wheelers are an affordable mode of transport.

Shared objective: To tackle social exclusion arising from poor accessibility and mobility.

Issues

The Index of Local Deprivation 1998 ranked Sandwell as the seventh most deprived Borough in England. The 1991 population Census found that 45 per cent of households in Sandwell do not have a car. These residents do not therefore enjoy the same mobility and access to facilities as car owners and if their travel needs are not adequately satisfied they are disadvantaged.

It is clearly stated in the ‘Guidance on Provisional Local Transport Plans’ that the Government transport policy is all about ‘widening travel choices’. It recognises that ‘those who do not have access to a car have suffered as the car has become increasingly necessary to enjoy a full range of goods and services’.

A moped costs on average 12 per cent of the price of a small car. Vehicle excise duty (VED) for small PTWs is nearly 14 per cent of the cost of VED for the new lower taxation band for small cars. The VED for the largest PTW is still 66 per cent cheaper than the cheapest rate for cars(Motorcycle Industry, Powered Two Wheelers, The SMART Choice in Local Transport Plans, A Policy Resource Kit)

As Table Six shows PTW fuel consumption is far less than that for a car making them cheaper to run. ‘A Study of Motorcycle, Moped and Scooter Use in Sandwell’ found that being economical to run was cited by 15 per cent of riders as a reason to use their PTW to get to work.

TABLE SIX Fuel economy

Source: Motorcycle Industry, Powered Two Wheelers the Smart Choice, 1999.

Action

The Council recognised that PTWs can provide economical, practical and flexible transport for those that cannot afford to run a car. PTWs can widen employment opportunities and have a role to play in reducing social exclusion.

16. Implementation, monitoring and review.

Shared objective. To take forward the issues raised and deliver action response by maintaining partnership.

Issues.

If the objective of the strategy is to be satisfied the policies adopted by Sandwell Council need to be implemented.

Action.

Supported by the Council the Sandwell Motorcyclists Forum will continue to meet every three months. These meetings will be convened to help ensure the objectives of the Strategy are being achieved. It will also highlight gaps in policy and areas in which existing policies need to be strengthened. These meetings will give riders a chance to raise issues of concern with Council officers and vice versa. At this stage it is intended to revise this Strategy in 2004. However this date will remain flexible depending on the Strategy’ performance.

17. What other Councils are doing.

City of Stoke-on-Trent

City of Stoke-on-Trent published the document ‘Motorcycling in Stoke-on-Trent Survey Results and Report’ March 1999. This study was designed to obtain more information about motorcycling in Stoke-on-Trent. The impetus for it was the need to reduce car dependency recognising that motorcycling is ‘increasingly being seen as a solution to the congestion and traffic jams experienced in cities ’.

City of Stoke-on-Trent, Newcastle Borough Council and Staffordshire County Council.

The Stoke/Newcastle Package prepared by City of Stoke-on-Trent, Newcastle Borough Council and Staffordshire County Council has a section titled ‘Motorcycles’. This transport policy document makes it clear that the partners consider that PTWs can contribute towards easing traffic congestion. It recognised that they use less road space, have good fuel economy and relatively low pollution. It decided that ‘the use of two wheeled motor vehicles on the highway network will be encouraged in the Package Area’. This will be achieved through the TravelWise Campaign and by:-

Kingston upon Hull City Council.

Kingston upon Hull City Council have produced a leaflet titled ‘Motorcycle Parking in Hull’. This includes a map showing the location of secure motorcycle parking on street and details of which car parks permit motorcycle parking. The leaflet also lists five reasons why people should use a motorcycle under the headings ‘pollution’, ‘congestion’, ‘it’s quicker’, ‘it’s secure’ and ‘it’s fun’.

Bristol, Birmingham, Hull and Reading.

The Councils in each of the above towns allow PTWs to use bus lanes (Local Transport Plans -the powered two wheeler option, Motorcycle Action Group 1999).

Walsall M.B.C.

A ‘Bikers Breakfast’ was organised for cyclists and PTW riders as part of a campaign to discourage people from taking their cars to work.

18. Appendix A. A Study of Motorcycle, Moped and Scooter Use in Sandwell.

Summary of the results.

.

19. Acknowledgements.

The Sandwell Motorcyclists Forum is grateful to all those who have attended meetings as guest speakers including,

Peter Whitehouse, Assistant Chief Engineer Highway Network Services, Sandwell M.B.C.

Mark Stephen, Tipton Wheels Project.

Mick Kyte, Crime Prevention Officer, West Midlands Police, West Bromwich.

Dave Wood, Group Planner Strategic and Local Planning, Sandwell M.B.C.

John Hawkins, Transportation Planning Group Leader, Sandwell M.B.C.

Geoff Fulwood, West Midlands Police.

Dave Horden, Principal Road Safety Officer, Sandwell M.B.C.

Steve Harris, West Midlands Ambulance Service, West Bromwich Station.

Dave Painter, West Midlands Ambulance Service, West Bromwich Station.

Mark Ricard, Road Safety, Walsall M.B.C.

Graeme Roberts, Road Safety Engineer, Wolverhampton M.B.C.

Trevor Magner, Government Relations Executive, British Motorcyclists Federation.

Henry Marks, Motorcycle Action Group.

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