The following is a copy paste of the Draft Strategy. I actually received this on 11/05/11 but didn't publish it which was an error on my behalf! I did put some immediate feedback in which I will paste in below it just for the record. There are some things in this strategy that WILL be controversial and I think there is some distance to go before it becomes a universal plan. I am expecting the upcoming meeting with the RTA will develop some aspects, check the details and related issues here:
http://hunterdog.org.au/DiscussionBoard/index.php?topic=754TWO WHEEL TRANSFORMATION
A comprehensive stakeholder-based strategy for motorcycles and scooters
2011 - 2016
This draft strategy aims to address the intersecting issues of safety, fairness towards, and a more effective use of, motorcycles and scooters in the transport mix of NSW.
It will cover aspects all aspects of motorcycling, both on- and off-road, and include commuting, sport, touring and the issues surrounding motorcycle tourism.
The strategy will propose major and systemic changes in the way two-wheeled transport is integrated into legal, financial and infrastructure considerations.
It will also propose a way to directly link licences, registration, insurance and safety concerns; and link skills-development and legislative equity in a framework of shared responsibility.
If implemented by government, industry and riders, it will create a new culture of inclusion and collaboration in an effort to achieve common goals. In short, it proposes a positive cultural change, in an environment plagued by stereotypes, poor statistics and antipathy.
This strategy is the result of two intensive workshops along with extensive Motorcycle Council deliberations in the first quarter of 2011. It now goes out to stakeholders for comment and will be developed over the next months with ratification planned from July 2011.
Comments are invited to Rob Colligan at chairman@mccofnsw.org.au by May 28th, 2011.
Draft NSW Motorcycle Strategy 2011 – 2016
The MCC NSW proposes a five-year approach to transforming motorcycling in NSW. This new approach will be predicated upon the recognition of motorcycles and scooters as a distinct class of vehicle. Thus vehicle and rider registration, safety concerns, infrastructure and planning will be inclusive and cognisant of the special needs and the unique benefits of two-wheeled transport. The aim is for motorcycling in NSW to be relatively safer, certainly fairer legislatively, and entirely more effective as a commuting option, while giving due consideration to motorcycling as a sport, a recreation, a unique tourism experience and as a way of life for its devotees.
Making it safer
Motorcyclists and scooter riders must take responsibility for their actions on the roads and become professional-grade risk-managers, rather than risk-takers; a state of mind which can be achieved through road-safety and awareness education beginning at high school and continuing for the life of the rider.
Making it fairer
It is crucial that there is legislative and juridical recognition of motorcycles and scooters as a distinct class of vehicle, with spectacular attendant and environmental benefits, while recognising that there are certain requirements needed in order for these benefits to be fully realised.
Making it more effective
Ensuring that scooters and motorcycles are promoted positively within our transport structure will make serious and substantial in-roads into addressing and combating the increasing congestion on our roads.
Summary
This strategy will radically transform the entire motorcycle and scooter paradigm. It is an effective, integrated, stakeholder-based approach. It is not a strategy intended exclusively for government. Every proposed initiative is linked to other initiatives in a coordinated and cross-sectoral approach, making it a viable roadmap for all of motorcycling.
The strategy is not solely concerned with ‘safety’ per se. Safety is more than a lack of crashes; it is a characteristic of the whole system. Its components include properly maintained vehicles, rider skill, fatigue, road conditions, weather, culture, and other road-users. Safety is the result when these components all work together to improve risk management. The rider is, of course, the main component but he is never alone in that regard.
Riding a motorcycling carries an inherently higher risk than driving an enclosed vehicle. That being a given, motorcycling therefore warrants its own definitions of risk and risk management and cannot be simplified or addressed as if motorcycles were just small cars. Only by integrating motorcycles into infrastructure, planning, social norms and the existing transport culture, will the system be reset to enable far more positive human, social and environmental impacts.
The alternative is to continue with potentially damaging, unco-ordinated and kneejerk reactions.
Structure
The fields of action in the proposed strategy include research, safety, education, roads, commuting, gear, sport, registration, and licensing. These are all interrelated. The structure of the proposed strategy recognises this by addressing separately the two main fields of motorcycle use – on-road and off-road
GOAL
The inclusion and recognition of motorcycles and scooters as a distinct vehicle class in all transport and infrastructure planning at national, state and local government levels.
ON-ROAD
1. Separate and fixed-term motorcycle licences with default renewal linked to refresher and on-going training
2. A fairer and more transparent CTP scheme that reflects actual motorcycle insurance and medical costs
3. A revision of road rules and gear standards to improve the utility and safety of motorcycles and scooters
4. Enhanced and continuing rider training and education
5. Improved and cheaper access to sport- and track-based training
OFF-ROAD
1. A new and specific off-road motorcycle registration scheme based on skilled and responsible riding
2. A new off-road motorcycle CTP scheme
3. Fair access to recreational land and facilities
KEYSTONE POLICY
As previously stated, the recognition of motorcycles and scooters as a distinct class of vehicle is central to the entire draft proposal.
Government, at all levels, needs to formally acknowledge that two-wheeled transport is distinct from bicycles, cars, buses and trucks. As such, it requires recognition as a unique class of vehicle.
Every aspect of motorcycling, including road rules, signage, training, licensing, and insurance is substantially different to that of four-plus wheeled vehicles. Planning that discounts the fundamental differences between motorcycles and every other vehicle, is inherently and demonstrably dangerous for motorcycle users. Such planning negligence hugely under-values the benefits of two-wheeled transport. Road width, lane dedication and roadside furniture are good examples. Riders are being injured and killed as a result of planning decisions that do not take into consideration the way motorcycles and their riders function on our roads. By extension, what is made safe for bikes will be even safer for cars.
A change to the culture and practice of institutions which impact on motorcycle use is also required, and it needs to be at a whole-of-sector level. With this recognition, there will come a policy platform which will call on all involved agencies, public and private, to reconfigure how they carry out their roles with a new perspective that will address the impact of their actions on motorcycles.
New and more motorcycle-focused research is needed to capture more astute data regarding the motorcycle paradigm. Transport planning needs to use and accommodate growing motorcycle usage. Recreational land-use needs to accommodate off-road riding, which will subsequently reinforce continuing skills-enhancement. This can in turn be tied to a unique motorcycle licensing process, and to a motorcycle-specific CTP scheme which more accurately reflects the real costs to third parties.
This Keystone Policy will update the ad hoc approach that has bedevilled motorcycle usage in the past and replace it with a more effective, safer and more systematic way to include motorcycles in planning, legislative, commercial and community decision-making.
On-road initiatives
The on-road component of the draft proposal has, at its hub, the recognition of motorcycles as a distinct class of vehicle. From this flows an integrated set of initiatives
• Improved research to enable more effective Compulsory Third Party Insurance, road safety and education.
• Continuing and focused rider training.
• Removal of unused motorcycle licences from the system.
• Greater use of motorcycles in transport planning and infrastructure.
• More motorcycle tourism.
• More sport facilities which also enable more skills development, which in turn will assist safety.
The on-road strategy transforms motorcycle into a more integrated component of motoring life by recognising and utilising the motorcycle specific characteristics, rather than ignoring or seeking to counter them. This recognition enables motorcycle-specific strategies, which lead to a more integrated approach, since two-wheeled transport will be better understood and catered for, rather than being the troublesome small component of ‘motor vehicles that won’t go away’.
Part One
1. Strategies for the inclusion of motorcycles and scooters as a distinct class of vehicle
Motorcycles and scooters offer transport, social and environmental benefits that cars do not. With their recognition as a special class of vehicle, more appropriate approaches to their management become available. Engagement rather than alienation of the rider population is the goal in this regard.
Action One: Insurers, motorcycle groups and other stakeholders to set up an Australian Motorcycle Research Institute for the purpose of providing independent and reliable data across all aspects of motorcycle usage. An informed and participatory approach should be its hallmark.
Action Two: Transport NSW is to define motorcycles as a category of vehicle that warrants specific treatment in planning and legislation. The Australian Motorcycle Research Institute to contribute a non-partisan but engaged evidentiary base.
Action Three: NSW agencies, insurers and planners are to revise planning and administration based on motorcycles as a separable category, including CTP, licensing, driver training and urban/transport/infrastructure planning. In-depth research to be developed with regard to crash risks, e.g. returning and/or older riders.
Action Four: NSW Tourism is to work with the MCC of NSW to develop a motorcycle tourism campaign that will legitimise motorcycle tourism and raise the profile of motorcycle use both on and off road.
Action Five: NSW Government is to use parking levies to motivate commercial parking stations to provide significantly more, and growing, parking for motorcycles in Sydney and other urban centres, especially where scooter use is expanding beyond that of other vehicles, and street parking is over-subscribed. The City of Sydney Council to extend the current motorcycle parking availability by negotiation with land holders.
Action Six: Transport NSW is to stimulate motorcycle and scooter commuting, by including more and cheaper parking, fairer tolls, lower on-road costs, designated road usage and public education beginning at a high school level.
Action Seven: Road design, repair and maintenance agencies are to implement a focused motorcycle safety procedure regarding pavement, repairs, signage, clear zones and barriers standards. Private and public agencies will be required to adopt these procedures as part of liability/risk management. Staff to be educated on motorcycle safety factors.
Action Eight: The RTA is to maintain a publicly accessible and constantly updated motorcycle blackspots list, and to base road remedial funding on reducing it.
Action Nine: Research is to be undertaken to provide evidence base for optimum standards (bikes, helmets, other gear), including the potential of mandatory switchable Anti-locking Braking Systems (ABS) on motorcycles.
2. Strategy for the institution a separate motorcycle rider licence, with a fixed period, which is linked to skills upgrades
There are thousands of long-unused motorcycle licences in the system, and there is an obvious safety benefit in ongoing and refresher rider-training. These factors can be combined: a fixed-term licence will provide the option of letting it lapse or a renewal with a roadcraft refresher. Making refresher courses mandatory will oblige returning riders to undertake skills upgrades, and give continuing riders a periodic roadcraft skills refresher.
Action One: NSW state government to revise motorcycle licensing in regard to:
1) A separate motorcycle licence; 2) Licence to be for a fixed period, lapsing unless renewed; 3) Renewal requires mandatory roadcraft training as per Strategy Five below.
3. Strategy for a complete review of the current CTP scheme with regard to motorcycles.
Motorcycle crash data has been seriously challenged for gaps and accuracy. Recent CTP changes are based on questionable data, and do not go deeply into the profiles of riders or causes of accidents. Justice also needs to be seen to be done, and data needs to be independently validated to provide a credible base for CTP charges.
Action One: The NSW Government to instigate independent research and an inquiry into the CTP scheme as it affects motorcycles. The goal is a motorcycle-specific and equitable system that supports good risk management and rewards safe riding. CTP providers may need to be motorcycle-specific, such as community or advocacy organisations.
4. Strategy for the revision of road rules to improve utility and safety of bikes and scooters
Road rules which address only four-wheel vehicles are flawed from a motorcycle perspective. They may be used to cover poor road design, or even to reflect a “safe bikes is no bikes” mentality. Fines are being levied for innocent and indeed helpful activities, such as lane-filtering. The focus on speed as the cause of all ills is entirely disingenuous and unsupported by any current data. Furthermore, independent revision of the road rules impacting on motorcycles can clear up injustices and anomalies, eg. automatic Negligent Driving charges for single motorcycle crashes.
Action One: The NSW Government in conjunction with the MCC of NSW to conduct a public review of safety, equity and effectiveness of the current road rules on motorcycle safety and usage (speeds, filtering, infrastructure, parking, etc.), and implement changes that reflect research data and user contributions. Independent research is to be used and the adoption of Keystone Policy and Strategy 1 are to be precursory measures.
5. Strategy for enhanced and continuing rider and driver roadcraft training
Rider training needs to refocus on riders’ personal risk management and perception, and on riders taking responsibility for their actions. It also needs to be linked to licences, and it needs to include on- and off-road components. Earlier exposure in school years will also help create a more bike-friendly culture such as it is in Europe, including those who never ride bikes, and generally enhanced roadcraft.
Action One: Following on from Strategy 2 above, the NSW Government is to establish a training curriculum and trainer licensing system in the TAFE sector. And then to recognise qualified providers as registered training organisations. This must include both road and track learning. Private track and public road training may both be included, with a focus on the art of staying safe on the roads, ie. roadcraft skills.
Action Two: The RTA is to enhance motorcycle safety education in general driver training and in ongoing public education campaigns.
Action Three: Driver and rider education must be considered as an essential life-skill and integrated into school curricula, including a stress on drivers being aware of motorcycle issues.
6. Strategy for improved and cheaper access to sport and track based training
Sydney has lost two race tracks and access to the remaining tracks is both difficult and expensive. As the Phillip Island experience shows, good tracks are tourism drawcards and income generators for both the operators and the state government. They can also offer higher skill-level training for drivers and riders, and an opportunity for recreation. Promotion of motorcycle sport and the use of tracks for traffic-free and advanced training will improve the skills base of motorcyclists. Off-road access that is effectively policed and does not disturb neighbours or environmentally sensitive areas is also important.
Action One: User groups, sports clubs, Motorcycling NSW, Motorcycling Australia, commercial interests and local and state government to source locales for track space for sport and training, especially in Sydney region.
Action Two: the development of small learner tracks and larger sport tracks to be supported for tourism, sport and recreational venues, as well as providing facilities for rider education.
Part Two
Off-road initiatives
The off-road component of the NSW Motorcycle Strategy links access to recreational and sport venues and routes to a new licensing and bike registration system. This then enables improved rider training. It also aims to reduce impacts on the landscape and the non-motorcycling population while opening up areas for motorcycle use within sound environmentally management frameworks.
7. Strategy for an off-road junior motorcycle licensing scheme
Specific off-road junior licences for junior motorcycle riders can assist in reducing problem riding, enabling young riders to be supervised and trained, and create a culture of engagement with all riders. Licence holders will be part of a training scheme administered by various off-road riding clubs, which will stress personal responsibility and development. It will also mesh with a tailor-made recreational registration scheme, and form a basis for negotiations regarding access to sites for riders.
Action One: The NSW Government is to develop an off-road junior licensing scheme, with appropriate standards and training requirements. This would best be achieved via a phasing-in strategy which would include a public education campaign.
Action Two: The MCC of NSW, Motorcycling NSW, off-road clubs and the motorcycle training industry are to develop a capacity to provide training for off-road junior riders.
8. Strategy for a recreational registration scheme
It is envisaged that stakeholders would facilitate a state-wide recreational registration scheme that would provide funds for training, insurance, improved rider safety and the ability to ensure off-road activities occur in a manner acceptable to the community and riders.
Action One: The MCC of NSW to facilitate the design of the Recreational Registration Scheme with the required stakeholders, including Motorcycling NSW, RTA, MAA, NPWS, State Forests and the NSW Department of Lands.
Action Two: Establish a working group to see the Recreational Registration Scheme from inception to through to completion.
Action Three: Establish a facilities working group to identify suitable areas that could improve facilities for recreational riding and to encourage responsible riding practices.
9. Strategy for recreational off-road licensing requirements
The MCC of NSW and Motorcycling NSW to combine the results of Strategy Two and Strategy Seven so as to engage recreational riders and other stakeholders with regard to licensing requirements, and the rights and responsibilities involved in recreational off-road riding.
Action One: The MCC of NSW and Motorcycling NSW to facilitate education in skilled and safe recreational riding linked to the recreational registration scheme to all stakeholders.
10. Strategy for obtaining fair access to land and facilities for off-road riding
Better, fairer and more controlled access to off-road riding sites will enable more participation, reduce illegal or environmentally damaging activities and form the platform for a more inclusive approach to off-road riding.
Action One: The MCC of NSW is to initiate an off-road motorcycle working party of rider groups, which will include but not be limited to NSW Transport, National Parks & Wildlife Service, Hunter Illegal Trail Riders (HITR), Motorcycling NSW, Dual Sport Motorcycle Riders Association (DSMRA), Forests NSW, NSW Police, along with other specialist, industry or community stakeholders, with a mandate to change the way off-road riding is managed.
Action Two: That the MCC of NSW be commissioned by a working group to review the current situation, and propose a comprehensive new approach to land access, licences, registration and training.
Action Three: The creation of a working party to review research and options and propose a comprehensive model covering:
• The provision of a coherent administration of activities and access to suitable lands and trails in NSW
• A way to better manage issues such as: conditions of use, insurance, safety, noise reduction, access, nature and land impacts, private land users, illegal users, other stakeholders’ interests, etc.
• An effective off-road rego and CTP schemes which will assist regulation of activities without alienating user groups
• Rider-training programs for skill and safety enhancement
Action Four: The creation of a working party to present an improved off-road management model to key stakeholders in government, local communities, sport and user groups. The working group will also map the feasibility of the model, add an implementation timeframe and prepare implementation.
Action Five: Off-road use strategy to be adopted by responsible organisations for implementation and monitoring. A review at 2016 is recommended.
My feedback:
As an over-arching comment the strategy days were useful to compile the issues, but really not sufficient to say there is a mandate for this document (or whatever it becomes). This aspect has the potential to become an “elephant in the room” within the motorcycling public (for instance some of this could be labelled as the “polarised views of an active minority”, not the community as a whole). This cannot be ignored if the process is to be successful and I believe a wide communication process has to be gone into with credible management of the strategy drafting process. Simon Disney will have a clue for how policy was formulated within the Democrats, maybe that is applicable. At least we need to publish the draft publicly in dedicated web space, with publicity in all the major publications, AFTER getting their editors on side. And then deal credibly with the feedback, ideally finishing with some form of voting process. I don’t really know how we would do voting, maybe the delegates would be sufficient - but even that could be seen as Sydney-centric. Maybe that isn’t such a problem, but I KNOW genuine legitimisation has to be seen to have happened as a lot of people will moan about having to do anything. There needs to be a way to ensure this doesn’t cause a blow-up from the well recognised fractured community that motorcyclists (almost by definition) are.
Some more detailed comments (of variable value!):
1) Whatever this means it isn’t clear, wording changes req’d:
Making it fairer
It is crucial that there is legislative and juridical recognition of motorcycles and scooters as a distinct class of vehicle, with spectacular attendant and environmental benefits, while recognising that there are certain requirements needed in order for these benefits to be fully realised.
2) Overview is presented somewhat as a “go/no go” style, whereas we are really talking about broad movement. Failure has to be a recognised and accepted part of the strategy, what we are after is quantum shift in the norms. Otherwise we expose ourselves to the same kinds of methods to measure / implement changes, easy for bureaucrats to then chuck the baby out with the bathwater! An eg is the word “must …” rather than “should (be encouraged to do more to) …” or similar. Don’t water it down, but don’t make it so “oh well they won’t, or can’t, or that one didn’t so stuff’em” is an option (for anyone).
3) “Riding a motorcycling” this doc will get a serious proof read, right? Get someone who knows about comma placement to do it! Professionalism, whilst apparently not that important in the eyes of many, DOES make a big difference in the eyes of a key few.
4) OFF ROAD CTP probably needs commentary re where all the crap currently lumped in that box should go when trail bikes go, eg unregistered vehicles of all types, caravan park trailer injuries, and anything people “get up to” within cooee of a public road…
5) Road width, lane dedication and roadside furniture are good examples. Add “road repair methodologies” PLLLEEAAASSEEE
6) By “bedevilled” – do you mean “(avoidably?) created (much?) higher accident and injury outcomes” or are we just having a whinge?
7) “More sport facilities” => “More training facilities”? or are we trying to say something else? Possibly “multi-function sport, recreation & training”
8 ) The RTA black spot list MUST have an MCC overview of some kind. CAMS have useful risk assessment processes for determining if public street venues are suitable for use as hill climb events and the like, and somehow this kind of assessment has to be looped in rather than the BS way the RTA ID’s spots now.
9) The mandatory training thing will cop a fair bit of resistance unless there is a community engaging roll-out process that will have trials. There are some useful parallels in the gun licensing system we could look at as a proven process, it starts with asking all non-owners of a bike licence holders why they need one, has phase in times and the like. I am saying agreement on the process needs to happen as part of the action.
10) “riders taking responsibility for their actions” => “riders’ knowledge being increased to assist them in taking greater responsibility for their actions” even softened up a bit this is a double edged sword and a great excuse to increase penalties.
11) “a stress” => “a strong emphasis”
