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| LordShaftesbu... |
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LordShaftesbu...
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 Posted: 16:05 - 23 Oct 2012  Post subject: More EU bollocks |
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Blood .. boiling ... again ... 
| Nich Brown wrote: | Things are hotting-up in Europe again, watch for some simple actions you can take to help oppose the worst aspects of regulation for it's own sake..
... in the meantime here's some of the latest news from Europe:
- Now that the European Parliament and Member States have struck a deal on Type-Approval, negotiations on the nitty-gritty of Anti-Tampering, etc. continue within the various expert groups advising the European Commission.
- In the meantime, the Commission forges-ahead with its proposals to check compliance with T-A through an EU-wide system of Road Worthiness Testing which MAG has dubbed the 'Super-MoT' because it will add cost and complexity for riders and MoT examiners alike.
- Yet more changes to the rules on getting a licence to ride a motorcycle have been put in place without been given proper consideration.
- Finally, the French government has dropped plans to restrict access 8 majors cities for bikes registered before 2004 and has delayed plans to fine drivers and riders caught without a DIY breathalyser on-board.
Type-Approval - Anti-Tampering, etc.
From around 2016, 'Anti-Tampering' measures will be required for most new bikes and scooters, specifically those that can be ridden on the new driving licence categories that will come in to force on 19 January 2013:
'AM' - Mopeds
'A1' - Low-performance motorcycles (ie; up to 125cc/11kW (15hp) with a power:weight ratio no more than 0.1kW/kg)
'A2' - Medium-performance motorcycles (ie; up to 35kW (48hp) with a power:weight ratio no more than 0.2kW/kg and not derived from a vehicle equipped with an engine of more than double its power)
The sort of A-T measures under discussion include air-intake restrictors that are visible from the road-side; tamper-proof pulleys in automatic transmissions; non-removable exhaust baffles; non-removable catalytic-converters; engine-management electronics that cannot be re-mapped / On-Board Diagnostics capable of recording if the mapping has been altered.
The new T-A Regulations say they exclude future 'High-performance' motorcycles that can only be ridden on a category 'A' driving-licence for unrestricted bikes. However, these unrestricted bikes often share power-train components with medium-size bikes, so there remains a concern that larger bikes could carry some of the engineering required to achieve A-T on the medium-performance bikes, eg: preventing/detecting re-mapping/replacement of the engine-management electronics, also tightening-up the rules regulating exhaust systems (an end to removable baffles and catalytic-converters). This concern is reinforced by requirements in the T-A Regs for preventing modifications that would significantly alter a bikes speed or emissions.
The exact nature of the Anti-Tamper measures that will be required has still to be defined by the Commission, the Commission and expert advisers have to complete this by 19 February 2014.
In the meantime, the EU is discussing 'RWT' - a more extensive MoT test, partly as a means of checking future bikes are not 'tampered' with.
Road Worthiness Testing - the 'Super-MoT'
Both MAG(UK) and it's counterparts in FEMA (the riders voice in Europe) agree that there is no need for an EU-wide 'Super-MoT' as they will mean riders face significant extra cost and complexity without any real benefit, there is also a significant threat to small bike businesses who may find themselves pushed-out of MoT-testing.
The Swedish and Dutch parliaments have rejected the EU proposals, which is significant since both countries have very good records on road-safety and environmental-protection (the two justifications claimed for the proposals). The French parliament is the latest to reject the Commission's proposals. The European Affairs Committee of the National Assembly, held on Tuesday 16th October, under the presidency of Mrs Danielle Auroi (Ecolo, Puy-de-Dôme), request unanimously on a proposal from Annick Girardin (RRDP, Saint Pierre and Miquelon), Mr. Didier Quentin (UMP, Charente-Maritime) and Gilles Savary (CBC, Gironde), the European regulation on the periodic technical inspection of motor vehicles is not adopted.
The Committee says that to include bikes will put too big a burden on the most vulnerable households economically, since older vehicles affected by the regulation are mostly owned by those with the least money. For these households, the immobilisation of the vehicle and the cost of control, between 60 and 80 € in France, represent an additional constraint, the not insignificant cost, in a difficult economic crisis, the upward trend in fuel prices and effort unprecedented fiscal adjustment. This could especially be a barrier to mobility for many holders of service jobs at home and part-time, forced to use private transport modes.
Several other European countries are poised to follow-suit and MAG(UK) is starting a campaign for the UK Parliament to reject the proposals
Recent analysis of the available evidence by MAG(UK) and other members of FEMA shows that less than 1% of bike crashes are directly caused by defects on the bike and that defects only contribute to around 5% of crashes - most of these defects are to do with tyres; problems that can arise at any time (blow-outs, under-inflation, damage from debris on the road, etc.), so an annual vehicle check isn't going to solve the problem.
So why does the European Commission believe that so many bike crashes are due to defects on the bike and that a Super-MoT will reduce casualties?
Apparently, it's due to an absurd reliance on a single study of local crash data by DEKRA a German-based commercial provider of vehicle testing. DEKRA carries out roadworthiness testing (what we think of as the MoT) through more than 400 locations in Germany and, it appears, would like to be doing so in a town near - well... everybody. DEKRA is a global business specialising in testing, inspection and certification in the fields of safety, environment and health. It operates throughout Europe and North America, also South Africa, India and China and appears to like the idea of creating an even bigger market to move in to.
As such, DEKRA can hardly be considered a source of impartial advice on the value of RWT for bikes.
Perhaps not surprisingly, the Commission seems to have been convinced that bike businesses who sell and repair bikes can't be trusted to test them as well. The official proposals appear to be designed to put pressure on small-bike businesses to stop doing MoT testers, not least by requiring large sums that small business could not justify to be invested in new testing equipment.
Earlier this week, representatives of the European Commission attended a swanky function hosted by DEKRA. It's an annual event where DEKRA gives its views on road safety to members of the EU road safety community. Philp Vogt from FEMA was there to argue against the Super-MOT but did not get a good reaction (it looks like the FFMC's recent picketing and egging of DEKRA offices in France recently hit a nerve).
EU Commissioner Siim Kallas gave a speech praising DEKRA’s work and the Commission’s achievements and used DEKRAs figures to justify the Commission’s proposal - he then left without allowing questions. A German politician from DEKRA's home then called for every country to copy Germany’s TuV test and to stop small businesses from carrying out both testing and repairs.
Towards the end, Philip was given the floor and explained to the audience that riders and many other citizens were not only angry about the costs but especially lacked any convincing justification of the benefits of more and harmonized RWT. He also pointed-out several flaws in the evidence, eg; the 'safest' countries don't want RWT - Sweden switched back to biennial testing since annual tests for motorcycles proved to be ineffective, the Netherlands is safest country for bikers even though there is no RWT for motorcycles. It was uncomfortable for some to hear that DEKRA, the biggest inspection company in the world, might have an obvious interest in testing as many vehicles as often as possible. Finally, Philip reminded the audience that not all of Europe is like Germany and that somebody living in Finland might have to ride 150 Kilometers on his 50cc Scooter in order to reach the next test house.
In the meantime, several national parliaments have rejected the proposals underlining the need for the UK to join other EU governments in opposing the RWT regulations as unnecessary.
EU Driving Licences
Just three months to go before the new rules on driving licences are due to add yet more barriers to anyone wanting to start biking, the European Commission has decided to announce that the rules about which bikes can used to take the test will change yet again from 2014. Training schools are already having to invest in new bikes that will be suitable for the 2013 rule changes, and many will be severely penalised if they have to swap bikes again after just one year. The proposals would also work against the interests of many riders who want to gain a licence to ride light-weight bikes in the high-performance category.
Riders and industry groups are working to prevent the new rules from being implemented and it appears that the Commission may have accepted that it got things wrong this time.
French postpone fines for riders and drivers not carrying breathalyser.
Anyone driving or riding in France is now required to carry a breathalyser kit so they can test themselves to see if they are over the French blood-alcohol limit of 50 mg per 100 ml of blood, which is lower than in the UK limit of 80mg. The rule is enforceable by an €11 fine, except for those on mopeds. The fines were due to be enforced from 1st November 2012, but it now appears the date has been pushed-back to March 2013. Single-use breathalyser kits costing around £1 or £2 are already available at ferry and chunnel terminals. |
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| daemonoid |
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daemonoid
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Posted: 16:26 - 23 Oct 2012  Post subject: |
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It's MAG blowing it out of all proportion. Anti tampering is proposed on bikes that fall into the new lower categories and the 'super mot' (RWT) is a couple of extra tests that will be less strict in timing (4 years before first RWT, then 2 years for 2nd then every year after that).
breakdown of the RWT from bmf:
| Quote: | The Road Worthiness Test
The RWT will cover basically those items already covered by the UK MOT plus:
1. Emissions testing. Tested with a gas analyser or data from On-Board Diagnostic devices. This simply brings bikes into line with cars and the test will specifically show whether the bike is within tolerances set by the manufacturer or by Type Approval. (We don’t yet have word on whether this only applies to new bikes or what the rules will be for existing bikes). |
As bmf says, this only brings bikes in line with cars, not a big deal.
| Quote: | 2. Nuisance - Noise check/testing. As in the UK, the tester will assess noise level subjectively by ear and by checking exhaust system marking, but if the tester thinks the noise level is borderline, he will carry out an objective stationary test with a noise meter. |
Already part of the UK test.
| Quote: | 3. Brake fluid. Water content / boiling point analysed. Failure if contaminated |
A sensible addition to the UK test.
| Quote: | 4. Anti-theft. Devices will be tested for functionality. If defective will result in failure. |
Probably the only one to get annoyed about - what does this have to do with roadworthiness?
| Quote: | 5. Transmission. Inspected for soundness and illegal* power train modifications
6. Engine Performance. A visual inspection and if ECU and engine are illegally* modified will result in failure.
*Note: Modifications to the transmissions and engine as referred to in 5 and 6 will only result in a failure in those countries where modifications are already illegal (not the UK). This is unrelated to potential new rules on Type Approval for motorcycles. |
Doesn't apply in the UK.
| Quote: | 7. Re-testing. This may be required after an accident has caused serious damage to the main safety related components such as wheels, suspension, steering or brakes
– when the safety and environmental systems and components of the vehicle have been altered or modified
– in case of a change of the holder of the registration certificate of a vehicle. |
Another sensible addition.
I really do not know why MAG have got their knickers in such a twist...
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past: hyosung gt250r, bajaj pulsar 180, hyosung gt 125 comet
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| Nick_ish |
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Nick_ish
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| .Chris. |
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.Chris.
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Posted: 17:31 - 23 Oct 2012  Post subject: |
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I don't think any of those additions are 'sensible' at all - they mean testing stations will have to purchase new equipment (which will drive some out of business), the test will be longer and more expensive, and more difficult to pass.
The other proposed regulations will add even more expense, such as having to get a new test certificate on selling the bike (what about spares/repair purchases?), and having the registration certificate withdrawn following a 'dangerous' failure (no doubt you'll have to pay to get it back).
By the way, noise meter testing is not part of the UK test at present - it's purely subjective.
The proposed testing frequency is, I believe, a minimum (as is the case with current directives surrounding car testing), so the UK would probably keep 3-1-1, etc rather than 4-2-1,etc.
Personally, I'd rather the EU kept its snout out of anything to do with biking/cars/etc.
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| Flatbadger |
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Flatbadger
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Posted: 03:17 - 24 Oct 2012  Post subject: |
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I have one word which sums it all up - treason. 
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LordShaftesbu...
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daemonoid
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| Posted: 16:24 - 24 Oct 2012 Post subject: |
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| daemonoid wrote: | a couple of tweaks. |
Best case. Worst case, no MOTs at your local spanner shop, and the MOT Supercentre goon has a big list of "type approved" parts and a magnifying glass.
A tweak here, a twist there, pretty soon your nipples are looking like corkscrews.
| daemonoid wrote: | Wait for a cause that actually matters! |
By the time we get a cause that you think matters, how many bikers will be left to man the barricades with you? 
All that said, even I'm finding it hard to get the rage on about this particular bit of titty-twisting. 
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| Bomberman |
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Bomberman
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| Posted: 17:41 - 24 Oct 2012 Post subject: |
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I wouldn't mind so much if they made things fair across the board and only made us MOT bi-annually like the French do (at least - pretty sure many EU countries don't bother at all looking at the vehicles on the road).
Not that I'm convinced that's a great idea, but the point stands...
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daemonoid
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| Posted: 23:26 - 25 Oct 2012 Post subject: |
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Having read much of that doc, I now agree it's a bad idea but not for any bike related reason.
The trailer registration is the biggest problem - £237mil to track them all!
There is little likelihood that the cost vs savings of the potential reduced accident rate would be positive in the UK.
Standardisation across Europe provides no benefit to individual states adopting a similar scheme.
Add brake fluid testing to the UK MOT and be done with it 
____________________
current: ducati monster 750
past: hyosung gt250r, bajaj pulsar 180, hyosung gt 125 comet
@thomasgarrard | www.straitjkt.com | www.racingseven.com |
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Old Thread Alert!
The last post was made 13 years, 104 days ago. Instead of replying here, would creating a new thread be more useful? |
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