Top tips and safety advice from the Sussex Safer Roads Partnership
PC Lizzie Hall shares her story and tips on the differences between road and track riding on page 12
*((0/!- %+. With a massive increase on the number of people using their bikes for communting, we have included some tips on page 6
The Sussex Safer Roads Partnership (SSRP) is continuing its work to reduce road casualties across Sussex through structured programs of education and enforcement initiatives. Every year in the Partnership, we refine and develop strategies in these key areas to make the roads of Sussex safer, building safer communities by sharing the responsibility and engaging with members of the public - our greatest asset in the development of a safer road environment. Sussex Police and the three local highway authorities (East and West Sussex County Councils and Brighton and Hove City Council) fund the activities of the Partnership. Other partners include the Fire and Rescue Services from West and East Sussex and the Highways Agency. A common misconception is that the Partnership retains fines from speeding offences - this is incorrect as this money goes directly to the Government. For more information about the work of the SSRP, please take a look at our website:
Safer Roads Safer Communities Sharing the Responsibility 02
*)/!)/. 02: 03: 04: 06: 06: 07: 10: 11: 12: 13: 14: 19: 20: 22: 23:
About the SSRP Introduction Who Can Ride What? 10 Things to Carry Commuting Tips Helmets PTW casualty Data Stay a Hero Biker Profile: Lizzie Hall Road & Track Riding Protective Clothing Air Ambulance Further Training Bike Safe Crash Cards
)/-* 0 /%*) Welcome to Sussex Biker! The motorcycling scene in Sussex is changing. Whether it’s because of the recession or an increasing attraction to life on two wheels, more riders than ever are taking to the highways and byways of our beautiful counties. In this edition of Sussex Biker Magazine, we’ve got features looking at road versus track riding, information about who can ride what (essential if you’re considering getting out of a cage and onto two wheels), ideas for commuting on two wheels and more! Of course, underpinning all of this is a series of serious safety messages. Whatever you ride, whether it’s a 50cc step-through or a throaty race rep, we’ll always urge that you wear the right gear and benefit from regular refresher training. There’s more about this inside… So, enjoy the magazine, send us your comments through our website – and stay safe! Neil Hopkins - Communications Manager Follow us on Twitter (@SussexSRP) and find us on Facebook by searching for “Sussex Safer Roads Partnership”
) -% ! 2$ /?
The rules on who can ride what motorcycle, moped or scooter aren’t the easiest of things to understand. Hopefully the short guide below will give you enough information to choose your best route into life on two wheels. The course you choose will depend on your age, the type of machine that you’re planning to ride and how long you’ve been riding. '' -% !-. All moped, scooter and motorcycle riders must have completed their Compulsory Basic Training (CBT) as an absolute minimum before heading out on the road or taking further training. The CBT only lasts for two years – by the end of this period, it must either be renewed or upgraded to a full motorcycle licence. It is also important to remember that the CBT is not a test but merely basic training where you have to reach a safe standard before being allowed to ride on a public road. With this in mind, not everyone will be capable of reaching this standard in one day as we all learn at different rates (especially those who have never ridden a motorcycle before). The CBT training will be a part of all other types of motorcycle training. " 4*0ʼ-! You can only ride a moped (up to 50cc and a maximum speed of 30MPH). You must have a provisional licence, display L-plates at all times, cannot carry pillion passengers and must not travel on the motorway. (Category P) " 4*0ʼ-! ) *' !You have two options. You can either take an A1 or A2 licence. (Category A) The A1 licence is the ‘light motorcycle’ licence. You will take the licence on a bike 04
between 70cc and 120cc. Once you’ve passed the A1 licence, you can ride any machine up to 125cc. The A2 licence is the ‘standard motorcycle’ licence. The test will be taken on a machine between 120cc and 125cc and capable of at least 100 Kmh (62 MPH). On passing the standard bike licence, you will be restricted as to the bikes you can ride. While you could buy a big, powerful bike, you are restricted by law to 25kW (33 BHP) power output. This will mean a restrictor needs to be fitted. The standard motorcycle licence is valid for two years, after which time it automatically upgrades to an unrestricted licence (where you can ride any size/power of motorcycle). This means that, if you took a standard licence at 17, you could ride an unrestricted motorbike at age 19. " 4*0ʼ-! ) *' !At this age, you can enter the two-wheeled world by taking any of the courses already mentioned, or you can take the Direct Access Course (DAS). (Category A) The DAS Course is taken on a motorcycle that outputs 35kW/47bhp and is usually a 500cc or 600cc machine. Once you have passed the DAS Course, there is no restriction on the size or power of bike that you can own and ride. You can also carry pillion passengers and travel on the motorway. */*- 4 '! $!*-4 /!./ The theory test must be taken before any full licence test can be completed. It does not need to be taken if you just want to ride a 50cc/125cc on L-plates, but is highly advisable to practice before your CBT as well as reading the Highway Code. !/0-)%)# /* -% %)#? If you passed your full car licence before February 1st 2001, then you’re allowed to ride a 50cc moped only, you do not need L-plates and you may carry passengers, but riding on motorways is not allowed.
However, we recommend that all those who are returning to riding – or are taking up riding for the first time in later life – take an approved motorcycle test. Bikes and road rules have changed a great deal in the last 20 years and, by taking a full motorcycle test appropriate for the bike you want, you stand a much greater chance of staying safe on the roads. !/0-) /* %&%)# /- %)%)# If you passed your test a while back, whether you have ridden recently or not, and if you want your riding checked, there are a number of schemes to ensure that this is done safely. The government introduced a register for all professional post licence trainers in 2008, The RPMT (Register of Post Licence Motorcycle Trainers) trainers who are on this register are: • Experienced • Have demonstrated they have the skills to provide quality training • Are checked regularly to make sure they maintain a high standard • Fully insured to deliver training For more info see; Direct gov http://bit.ly/directgovmotorcycletraining There are also local riders groups that belong to either RoSPA (Royal Society for the Prevention of Accidents) or the IAM (The Institute of Advanced Motorists) who may also be on the RPMT and who are able to offer advice on post licence training. http://www.roadar.org/riders/test/index.htm http://bit.ly/iamadvancedprogramme
Thanks to Steve Manning at ART Motorcycle Training for advice regarding this article. (www.artmotorcycletraining.co.uk)
01: Tools - not the whole tool box, just enough to cope with minor repairs.
02: Reflective Vest - if you break down it is advisable to give a motorist every opportunity to see you.
03: Safety Blanket - a number of uses. It can double up as a jacket liner if you get caught in wet or cold weather.
04: Visor Wipe - after your visor has collected all the flies, it is good to wipe them off and start again.
05: Microfibre Cloth - after a downpour, a simple wipe-down of the bike can save your leathers getting soggy.
06: Bulbs - better to be able to continue the ride than cancel it because the nearest bulb outlet is closed until Monday.
07: Ear Plugs 08: Emergency Cash/Card - for those things you just can’t plan for.
09: Puck Stand
- or crushed soft drinks
can will do.
10: Small can of penetrating oil. Some times all your bike needs is a little squirt of oil. 06
*((0/%)# %+. "*- */*- 4 '%./. '*/$%)# Make sure that the clothing you wear offers enough protection from the weather and any potential impact. ! !!) Day time running lights and day glow or reflective clothing may just be enough to draw another road users’ eye and prevent them from doing something which might otherwise have put you in danger. '%) +*/. Avoid lingering next to another vehicle, where they can’t see you. It is best to get in front where they can see you or stay behind where you can see them through their mirrors. * %'/!- *- */ /* %'/!In queuing traffic there is an increase in opportunities for motorcycles to make progress along the line of vehicles. It is worth noting, however, that when filtering you are entering a high risk area. Other vehicles are not always expecting to see you and the safety margin around your bike is seriously reduced. Only filter if your head is fully committed to the ride. Distractions or fatigue will slow down your decision making and increase your risk of a collision.
!'(!/. You’ve got to wear a helmet while out on your motorcycle – it’s the law. Of course, how much you spend on a lid is up to you and really depends on the value you put on what’s inside the helmet… When you’re out searching for suitable head gear, there are a few things that you need to look out for: !/ % %)# Remember that in wet weather it will take up to twice the normal distance to stop. Increase the distance between you and the vehicle in front. Finding the best grip available is a challenge. Try to avoid white lines, drain covers and smooth road surfaces. *)’/ 0.$ The benefit of a motorcycle is that it gives opportunities to make good progress through heavy traffic. Make sure you give yourself plenty of time to get where you are going. If you have not left any time to spare in your planning, you are likely to make decisions in favour of time saving rather than safety. *0-)!4 *(! Recent data suggests that commuters are more likely to be involved in collisions on their way home. As a motorcyclist, fatigue can greatly affect our decision making abilities (The same applies to drivers of other vehicles). On the way home try to avoid any snap decisions. Think and double check your view before you carry out any manoeuvres. .!-1 /%*) ) ' ))%)# (Become a Mind Reader) An essential part of riding is the reading of road layout and other road users. Throughout your journey look at other road users and anticipate their next move based on their head movements, eye contact and position in the road.
!# ' !,0%-!(!)/. – !'(!/ The helmet you wear must be marked with an approved, recognised, standard. You should look for: • ECE 22.05 – these can be identified by a capital ‘E’ within a circle along with a six figure approval number, starting ‘05’ • British Standard 6658, A or B – these have a conspicuous sticker applied to the helmet shell indicating compliance. The approval marks may be located in side the helmet – either on a sticker underneath the lining or sewn onto the strap. !# ' !,0%-!(!)/. – %.*Whether you wear a visor or goggles (‘Eye Protector’), your eye protection must also conform to specific standards. You should look for any of the following: • British Standard approval marks (4110-X, XA, YA or ZA) • Council Directive 89/686/EEC as amended (goggles) • ECE Regulation 22.05 (Motor Cycle Eye Protectors) Regulations 1999 & The Personal Protective Equipment (EC Directive) Regulations 2002.) The ‘Eye Protector’ will be designed so that it doesn’t shatter into fragments if fractured, and will be marked ‘shatterproof’. The ‘Eye Protector’ also needs to let more than 50% of visible light transmission through to be legal for road use.
Adrian Short, Forensic Collision Investigator for Sussex Police, and a committed motorcyclist, comments: “In relation to iridium or dark visors, you will not know without having it tested whether it meets such a standard. In my experience of testing visors following collisions, it is unlikely that an iridium or dark tinted visor will pass such a test and therefore it is very likely to be marked ’not for road use’.” -! Once you’ve chosen your helmet, you’ll want to keep good care of it – and the visor – to ensure that it will protect you as much as possible should you come off your bike. Store it in a cool darkish place when not in use, never store near to a heat source, nor in direct sunlight. A crash helmet will have a life span of 3 to 5 years, depending upon how regularly it is used. The intrusion of sweat into the lining and shock absorbing material will gradually degrade those materials, thereby reducing the protection performance of the helmet. %.*-! In order to be truly effective, a visor needs to be kept clean, free from dust (which can be abrasive) and scratches which can impair your ability to see, especially at night or in the rain. Adrian suggests using a clean, soft cloth and warm soapy water to get rid of most surface filth, ensuring that the visor is rinsed first to remove any loose debris. Non-silicone polish also works well to keep the visor in top condition after washing.
Thanks to Adrian Short, forensic collision investigator for Sussex Police, for creating this article. 08
Here’s a quick checklist to ensure that you get the best helmet for your needs: • It bears a clearly visible label indicating ECE type approval • It covers rider’s forehead and brow • It doesn’t move, slip over rider’s eyes or put pressure on the rider’s forehead • Rider’s peripheral vision should not be obstructed • The helmet mustn’t cause pressure or impede vision to riders wearing glasses • Most importantly, it must be comfortable and be correctly fastened • Visit www.sharp.direct.gov.uk for a useful guide to fitting yourself with a comfortable, legal, helmet with the highest standard of impact ratings a comfortable, legal, helmet with the highest standard of impact rating 09
Trying to make road safety into something that people would want to share isn’t always easy. After all, it’s not always the most engaging subject in the world… Which is why we think that our ‘Stay Safe, Stay A Hero’ campaign is just a little bit different. Designed to avoid the normal blood, guts and gore elements of road safety advertising, the campaign instead focuses on the relationship between a father and his son. “We know that most bikers aren’t risk taking thrill seekers,” comments Neil Hopkins, Communications Manager at the SSRP. “And from talking to the thousands of bikers who we see at shows and events each year, it’s obvious that the passion for a life on two wheels can run through the family between the generations.”
Created by Writer/Director Daniel Cox and Producer Sarah Alexander of Alexander Commercials Ltd (who were behind the globally feted Embrace Life seatbelt commercial), ‘Stay Safe, Stay A Hero’ received a positive reception when it was initially promoted last summer. “It was important to us to have some of the joy and passion of motorcycling in the ad,” Neil continues, “and to ensure that it could be viewed and enjoyed by all riders. “We’ve had quite a few people comment on it over the last year, telling us stories about how their parents inspired them to get a bike and how their kids can’t wait to go out for a ride at the weekend. “We’re hoping that this will be a message that saves lives.” If you haven’t seen the ad yet, check it out online at: www.stayahero.co.uk or join the Facebook Page: (www.facebook.com/stayahero) to share your memories, stories and tales of those who inspire you. 11
-*"%'! PC Lizzie Hall Casualty Reduction Officer Police Motorcyclist Bike Safe assessor I grew up with motorbikes. My Dad had always had them for as long as I can remember and I used to wait on the front step for him to come home from work for a pillion ride into the garage, all 20 meters or so. The tables have since turned and it is usually my Dad that now ends up on the back!
I have now been riding for 16 years, having passed my bike test in 1996. I have worked my way through too many different bikes to remember during this time, everything from a 125 Superdream (remember them?) to a Triumph 955i Daytonaâ€Ś.. My current road bike is an Aprillia RSV1000R (my pride and joy), and I have two track bikes - an FZR400R and a recently acquired Yamaha R6. My first track day was a birthday present - an evening session at Brands Hatch - it was pouring with rain and I felt sick with nerves - soon replaced by a stupid (if a bit soggy) grin and I was bitten by the bug! I try and ride a track once a month. I had never done any further training until I did my bike course with the Police but fortunately hadnâ€™t picked up too many bad habits along the way. I think the best piece of biking advice I have ever been given was how to use limit point assessment.
Lizzie Shares her Top Tips on the Differences Between Road Riding and Track Riding !1!- . -%"% ! . "!/4 "*- +*.%/%*) When cornering on right hand bends, keep your nearside position for fractionally longer, affording you a better view through the bend and avoiding conflict with large oncoming vehicles that may be straddling the centre line. Once your view through the bend is clear you can pick up the power and straighten your line out. Similarly, when negotiating left hand bends with a restricted view, wait a few seconds longer before taking up your position near to the centre line, only taking up that position once it is clear that there are no large oncoming vehicles, or an oncoming bike using the “racing line“, with his knee down and his head hanging over the centre line! " %) *0 / - ! .! *"" If you are hacking into your bend without giving yourself time to assess it properly it’s all going to go horribly wrong. It is highly likely you are going to either “balloon” the bend and end up on the wrong side of the road, or panic and grab a hand full of front brake, causing the bike to stand up and go in a straight line. On a track the worst you are going to meet with is the kitty litter or the tyre wall. On the road you are going to at best, be ploughing into a lamp post, a tree or other roadside furniture, and at worst, end up under an oncoming vehicle. Ease off, check for your limit point, and when safe to do so, power out. Remember - “Fast in Sh*t out” *)’/ /-4 ) #!/ 4*0- &)!! ) !' *2 *2) Unfortunately, Sussex roads are rarely as smooth and unscarred as a race track, avoiding a pot hole if you are cranked right over is not going to be easy and if you hit a lump with your knee it’s going to hurt!
*)’/ ''*2 4*0- .+!! /* !/!-(%)! 4*0- +*.%/%*) Road speed needs to be appropriate. On a track you are unlikely to discover a horse rider in your path round the next bend - you need to account for these hazards. Only ride so fast that you can stop safely on your side of the road, in the distance you can see to be clear. (**/$)!.. The track environment is always going to be more forgiving. The surface allows you to use harsh acceleration / braking / gear changes that on the road are going to cause your bike to be unbalanced, either by being light on the front end or light on the rear end. A motorcycle is at its most stable when moving forwards, under light acceleration, in a straight line. Changes in speed or gear on the road should be made quietly and smoothly to keep your bike as stable on the road as possible therefore allowing you the best control to deal with any hazards you may be presented with. * / '! ./ *)! /- & 4 Finally I am a firm believer that every rider should do at least one track day. It allows you to become more acquainted with your bike than you will ever get on the road. It really opens your eyes to what your machine is capable of and just how much it will do if you know its handling characteristics and how it is going to react to you as a rider. There is room for error on the track and you are unlikely to suffer serious injury or death as a result but on the road the power of these machines needs to be treated with respect. For me personally track riding has made me a far better road rider. It does not need to be expensive - most tracks run evening taster sessions for first timers for a price of around £20, just turn up and have a go. You can purchase track day insurance for your pride and joy if you want to but this does start bumping the costs up. 13
-*/! /%1! '*/$%)# Wearing the right protective clothing whilst riding is just as important as wearing the correct crash helmet. Good quality, well maintained clothing can help to substantially reduce the risk of injury in any collision â€“ and may help to save the riderâ€™s life. Protective equipment has two basic functions: protection and comfort. Whilst offering the former function, it should also keep the rider/pillion comfortable in hot, cold or wet weather and to some degree help to make them visible to other road users. Protective equipment covers jacket, trousers/jeans, gloves and boots. Additional equipment covered, if it is not an integral part of the clothing itself, includes body armour, spine/back protectors and kidney belts. $! 2 Under European and UK law, all protective equipment must be approved (and marked as such) by the Personal Protective Equipment Directive, in a similar fashion to crash helmets.
The EC directive states: "As a general rule, the clothes used by motorcyclists (which include gloves, boots, shoes, etc.) are for private use to protect against the weather: rain, heat and cold. They should therefore be excluded from the scope of the PPE Directive (89/686/EEC) (Annex 1, point 3). However, if the manufacturer specifically claims, or implies in sales literature or advertising, that because of particular additional features (e.g. elbow pads, knee pads and the like) this clothing offers special protection, these additional features alone shall be classed as PPE and must therefore comply with the provisions of the Directive. If the manufacturer claims, or implies in sales literature or advertising, that the whole garment provides special protection in addition to that offered by individual protectors, the whole garment must comply with all the essential requirements of Directive 89/686/EEC." This Directive was brought into mandatory legislation for every country in the European Community in 1995, by which time it had already been implemented into UK law as a Statutory Instrument (No 3139) in 1992. This means that all protective products have to be tested and approved to the European Impact Protector Standards EN1621-4/1997 and prEN1621-2. Additionally, protective equipment should be marked with the ‘CC’ mark – this is gained once the item has been tested, and approved, by an independent Government approved test house. 15
! !!) Wearing the right clothing can also help riders to be seen on the roads – a vital consideration especially on busy urban routes. High-visibility clothing is often referred to as either fluorescent or reflective – but there is a key difference: reflective materials only work at night when they reflect light, and fluorescent ones only work in the daytime. Where possible, try to ensure that your clothing contains both, helping you to be seen on the roads at all times. /!-% '. Motorcyclists often wear leather because it is durable and abrasion resistant, giving good protection against injury. Many modern fabrics, such as Cordura® and ballistic nylon, are also abrasion and/or wind resistant, waterproof or have high-visibility properties. Make sure that whichever type of material you choose, it fits properly and is comfortable.
A flap of material over the zip of a jacket will give additional protection against the wind. Jackets with sleeves tapering to fitted cuffs and waists are recommended to help keep wind from blowing into the garment. '! )%)# A few hints on how to get the most out of your protective clothing: Waterproof clothing Waterproof clothing will not work efficiently if the textile material is clogged with dirt. Do not use detergent to wash waterproof textiles. Detergent works by attracting water, and so will work against the waterproofing materials such as Gore-tex and Hydro-dry. Use either ‘old fashioned’ soap flakes or the special products for cleaning waterproof clothing, camping shops tend to sell such products. Leathers Leathers are easier to keep clean, but special care should be taken with the stitching. Dirt and grime can eventually cut through the stitching holding the seam together, if not regularly cleaned off. % !/%#0! The type of clothing that you choose can have a dramatic effect on how long you’re able to ride safely. The famed British weather can produce significant differences in temperature, rain and comfort even during a single ride. This can be compounded by constant wind noise/blast and riding into the evening or during the night.
Even in relatively warm weather, moving air is cooler and constant exposure to wind when riding may cause a chilling effect that leads to hypothermia (a condition of subnormal body temperature which can cause loss of concentration, slowed reactions, and loss of smooth, precise muscle movement). Such a condition could result in a rider losing his/her ability to concentrate and react to changing traffic conditions. Therefore, the clothing has to work efficiently to keep you either warm or cool. If the clothing does not achieve either, rider fatigue can easily set in, whether you are riding over a long or short period of time. ‘Multi-layers’ worn beneath your outer protective clothing, tend to work far better than wearing big bulky layers. The sports type base layers [summer & winter type], tend to be less expensive than the ‘motorcycle’ produced layers and work just as well.
0-/$!- )"*-( /%*) The following websites provide further information to assist you. www.direct.gov.uk Public Services Directory www.sharp.direct.gov.uk Sharp Helmet Safety Scheme www.mcia.co.uk Motor Cycle Industry Association www.planet-knox.com Knox Protective Equipment www.thermahelm.com ThermaHelm Halo Helmets www.roadsafetygb.org.uk/news/920.html Downloadable pdf guide www.haloleathers.com Halo Leathers
Thanks to Adrian Short, forensic collision investigator for Sussex Police, for creating this article.
( 0' ) !
Kent, Surrey and Sussex Air Ambulance is staging its first-ever motorbike ride-out on Sunday, September 30th. The ride will start at Ardingly Showground and finish at the Surrey and Sussex helicopter base at Dunsfold Park near Guildford – home of BBC’s Top Gear. Bikers from all three counties are invited to meet at the showground between 9.30am and 11.30am where breakfast and coffee will be available. Each rider will be provided with a headlight sticker to identify them as part of the rideout and a map of the route before setting off at 11.30am. On arrival at Dunsfold, there will be a motorbike-related merchandise and activity show. The Air Ambulance is often called to road traffic collisions involving motorcyclists and this is a great way for them to show their support. The life-saving charity relies almost entirely on public donations to keep both helicopters flying. Former patient John MacRae, from Portslade, is helping to organise the ride-out after he was airlifted following a collision at Beare Green in Surrey.
He sustained serious chest injuries, a fractured leg and had difficulty breathing. He had to be anaesthetised at the scene – a skill usually performed in hospital – before he was flown to a major trauma centre in London. John has since made a full recovery and rode from John O’Groats to Lands End dressed as an Easter bunny to raise funds for the Air Ambulance last year. He said: “Having used it and been on the receiving end of them saving my life I wanted to give something back.” Air Ambulance Facilities Manager Larry Culver, a former Sussex Police roads policing sergeant, will be among the riders. He was involved in the early stages of national road safety initiative BikeSafe and is an advanced motorcycle trainer. Online registration in advance costs £8 or £10 on the day. Register online at www.kssairambulance.org.uk/FundRaising/KSSEvents
0-/$!- /- %)%)# *++*-/0)%/%!. Gaining your motorcycle licence is just the start of life on the road, and we recommend that all riders consider topping up their training over time. There are a number of excellent local and national courses designed to do just that, helping motorcyclists of all ages and skill levels fine tune their riding so that they can stay safe on the roads at all times. Many of these courses also allow participants to claim discounts on their insurance with leading companies.
‘BikeSafe’ is a national course, delivered in Sussex by professional motorcyclists from Sussex Police and other SSRP Partners. “A well run day. Excellent value for money. All course content very well delivered. All instructors passionate about bike safety, more importantly, enjoyment. definitely (sic) recommend.” The ‘BikeSafe’ strategy is to engage with post-test riders in a conflict free environment to consider and analyse why motorcycle crashes are happening, including attitude and motivation. There are fewer causes than you might imagine with five strong themes emerging throughout the country. They are filtering, junctions, cornering, overtaking and group riding are the problem areas. Really obvious things seem to be placing everyday riders in life threatening scenarios.
In the classroom, ‘BikeSafe’ can offer potential solutions to the most prevalent crash causes and thereafter, following an observed ride element, prepare an individual rider development report which can be taken to a post-test training provider. ‘BikeSafe’ is about ‘Bridging the Gap’ into accredited training. For more information, visit: www.bikesafe.co.uk or call: 0845 60 70 999
DSA - )$ ) ! % !$!(!
The Driving Standards Agency and Motorcycle Insurance Industry Association is designed for fully licensed motorcyclists and is ideal for those who have just passed their test, are upgrading to a more powerful bike, are returning to life on two wheels or riders who simply want a ‘health check’ on their riding. Trainers have had to prove to the DSA that they have the necessary skills and experience to provide quality training to motorcyclists. The trainers also undergo regular quality checks to ensure that they’re maintaining the high standards. A list of trainers can be found by logging onto: www.direct.gov.uk/ERS or by calling: 0115 936 6546.
&%'' "*- %"!
Recognising that the majority of collisions are caused by driver or rider error, the Institute of Advanced Motorists’ (IAM) original Advanced Driving Test was introduced in 1956 with the specific objective of significantly improving driving standards. By 1976 the number of motorcyclists in the UK had risen dramatically, so the IAM launched the Advanced Riding test to help make bikers safer too. The tests are accredited by the
Driving Standards Agency (DSA). The Advanced Riding Test is not exclusively about safety, but encourages the rider to feel confident on the road, to make good progress, and to get greater enjoyment from the experience. More information can be found on the IAM’s website: www.iam.org.uk
* ' 1 ) ! */*- 4 '%./ -*0+. Both East and West Sussex have active Advanced Motorcyclist Groups. Each offers observed rides and access into the IAM, as well as active social scenes. WSAM’s website: www.wsam.info ESAM’s website: www.es-am.org.uk
RoSPA 1 ) !
The RoSPA (Royal Society for the Prevention of Accidents) Advanced Drivers and Riders aim is to reduce road accidents by encouraging an interest in road safety and by improving driving and riding standards, knowledge and skill. In order to do this, RoSPA Advanced Drivers and Riders have over 50 local groups that will provide free training to help you improve your riding skills and help you train to become an advanced rider. The RoSPA website holds all of the information that you’ll need to find out about this course: http://www.roada.org.uk/riders/index.htm
BikeSafe is a police led motorcycle project that is run by most forces throughout the UK. The main aim is to reduce the number of bikers being hurt on the roads. We think that riding should be fun and by improving skills, knowledge and hazard awareness it will hopefully make riding safer and more enjoyable. The BikeSafe workshop explores the main issues facing todayâ€™s bikers. It also explores the principles of advanced riding through the on-road element. The BikeSafe Observer will give assessment and feedback which will highlight areas where the rider needs to develop. BikeSafe is about starting on the right path to development as it "Bridges the Gap". Riders should continue to train throughout their riding years and not just stop once they have passed their bike test. $!-! In Sussex the events take place at Bexhill Fire Station and Arundel Fire Station. $!) Throughout 2012 we are aiming to arrange two sessions a month between March and September (One at Arundel and one at Bexhill). It normally takes place on a Saturday or Sunday between 0900 and 1700. 2$* %. %)1*'1! The Sussex team consists of motorcycle riders from Police, Fire and Ambulance. 2$ / /* !3+! / The day will start in the classroom. The morning session is designed to discuss the common causes of motorcycle collisions and to offer techniques which can reduce the risks involved. 22
Once all questions have been answered, lunch will be provided (included in the cost of the day). After lunch you will be observed by an emergency services rider. The ride-out will be on the ratio of 2 students to 1 observer. They will provide you with a written assessment of your ride at the end of the day. *./ The cost for the day is ÂŁ50-00 and includes lunch. If there are any special dietary requirements, please let us know in advance. $*2 /* **& All bookings are managed on the national BikeSafe Website - www.bikesafe.co.uk
The crash card ID was designed by paramedics who are passionate about motorcycles. CRASH is intended to be a set of easy to remember steps to keep you safe as well as the unfortunate rider who had been involved in a collision, espcially if you are injured and are unable to talk coherently because of a decreased level of conciousness or have been knocked out. How does the ambulance crew attending find out who you are, what medication you take or your medical history? What information does the 999 call centre need? How can you help the rider who is injured? One side of the card has the mnemonic CRASH - take time to read it. The person making the 999 call is the most important person at the scene because of the information they give determines the response of the emergency services. The card follows a similar set of questions universally used by ambulance service control centres, and focusses on safety, the location of the accident, and how serious it is. Put the card under the lining of your crash helmet because that’s where the crew will look for it. Remember - removing a crash helmet is a skill that takes two people and is practiced by ambulance personnel - don’t ever attempt to remove another rider’s helmet on your own. Help alert emergency responders that you carry a card by placing a green dot on the right hand side of your helmet by the visor, making sure it’s not in your field of view. And don’t worry it’s safe to stick it on your helmet. Hopefully no-one will ever need to use the crash card but just carrying it around could make riders everywhere think carefully about their safety.
C R A S H
C A R D
Name Postcode Date of Birth Medication Medical History Contact (Next of Kin)
Sussex Safer Roads Partnership PO Box 2094, Shoreham-by-Sea BN43 6XT
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Caution - Don始t put yourself in danger Road - What is your exact location? Accident - Involving how many vehicles? Serious - Is anyone unresponsive? Help - Don始t move casualty, call 999
Printed on recycled paper
C R A S H
Produced in 2012 by the Sussex Safer Roads Partnership. All information correct at the time of going to print.
Web: www.SussexSaferRoads.gov.uk Email: email@example.com