Category: Uncategorized

PROPOSALS

1. Riding Tests to include:-
   • emergency braking from 60 mph (currently 30 mph).
2. Current DVSA advice on emergency braking to apply front brake before the rear to be reviewed and changed to applying both brakes at same time
3. ABS to be mandatory for all PTWs over 50cc, specifically including 125cc which are currently exempt, as these are the PTWs that riders learn to ride on.

This paper covers in detail, one aspect of a proposed new strategy from the original post – https://britishsuperbikeschool.com/2023/12/15/response-to-mcia-ceo-tony-campbells-call-for-a-major-rethink-on-motorcycle-safety/

Further posts will be forthcoming on the other proposals. In particular:- cornering, trail braking, pre-emptive interventions, trainer training, new risk awareness campaigns, and the control of new road accesses. A previous post covered E-Scooters and E-Bikes.

https://britishsuperbikeschool.com/2023/09/10/e-scooters-and-e-bikes/

recommendations on Emergency straight-line braking

This is based on findings over a decade of training, that very few riders can brake effectively in an emergency, from speeds above 30 mph.

1. New and existing riders to be trained properly in high speed emergency braking in a straight line.
2. This requires firstly identifying what ‘best practise‘ is, and revising and improving existing official publications – notably ‘Police Motorcycle Roadcraft’ and ‘Riding – the Essential Skills’ in which the advice conflicts. Both publications are also currently considered to be misleading. Advice should be based on research and the science.
3. Additional trainer training is probably required to support this. This could be problematical as there are currently no legal restrictions on the provision of post-test or advanced training to other riders commercially, which is another issue that could be addressed.
4. Existing riders, many of whom are reluctant to pursue ‘advanced‘ or ‘enhanced‘ training, to be targetted by a revised ‘RIDE’ course, as an alternative to prosecution for any collision, (which should be pursued more enthusiastically), and/or following prosecution for any riding offence including ‘speeding’. And preferably in advance of a collision, via effective road policing which is close to non-existence locally, or by using CCTV and video footage from dash cams etc.
5. A publicity campaign advising best practise should be considered.

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1. Riding test to include Emergency braking from 60 mph (currently 30 mph).

The prime road safety strategy for the past few years has been to get road users to THINK! and also address ‘Speeding’, which has had apparently little effect on collisions, despite most road users visibly going more slowly than they did. It’s also convenient as it requires very little resources, and is more than covered by the revenue through prosecutions and ‘Speed Awareness’ courses. However, regarding collisions, speeding is only one of 4 major factors, which also include;-

1. Hazard Awareness (paying proper attention)
2. Reaction Time
3. And critically, regarding motorcycles, being able to brake effectively in the shortest possible distance, as almost all other vehicles have anti-lock brakes and don’t tip over under heavy braking. (Bicycles, E-Cycles and E-Scooters have the same issues, but clearly this won’t be picked up by speed cameras).

An opportunity of biblical proportions, bearing in mind the many millions who have attended a speed awareness course, is being missed to tackle the other issues, primarily ‘paying proper attention’ because if they were, then they would not have been on the course in the first place. That these are focussed on marginal speeders, not those speeding excessively, makes no sense. Speed cameras and camera vans are quite easy to spot.

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Many, maybe most motorcycle riders from experience, cannot stop effectively from higher speeds. Additional independent research is urgently needed to confirm this.

There is no obvious easy way of recognising the failure to apply the brakes and reduce speed effectively as a contributory factor in most collisions, so it is probably a significant hidden factor which remains unidentified and unaddressed. The second cause when the rider skids and falls prior to the collision will be recognised, as it would result in evidence of sliding on road, bike and rider, and a different impact. Presumably failing to brake properly can also remain unidentified within ‘Loss of Control‘ which is a major factor, or ‘Inexperienced rider‘, or ‘Riding too fast for the conditions’.

A large number of collisions also have no determined contributory factors.

Unlike a modern car or truck, a motorcycle requires training, skill and practise to be able to stop to even meet Highway Code braking standards.

Car drivers are used to just stamping on the brakes in an emergency, as almost every car or truck now has anti-lock brakes (ABS), whereas only new, or some earlier motorcycles over 125cc, have ABS.

A sports car on soft grippy tyres can stop at close to half the distances as outlined in the Highway Code. A motorcycle cannot.

Cyclists have often skidded and fallen, or gone over the handlebars after applying the front brake, so many moving to motorcycling then avoid using the front brake firmly, or for some riders, at all.

Braking from 30 mph only takes about 1.5 seconds, so feels almost instant. Braking from 70 mph takes over 3 seconds, is more physical and potentially more frightening and challenging. The equivalent of doing a ‘handstand’.

Speed of impact clearly effects the level of injury, so losing at much speed as quickly as possible is key to reducing KSI’s.

A 30 mph impact is probably survivable, a 40 mph impact, probably not.

Motorcycles cannot stop as quickly as cars, as the limiting factor is not tyre grip but the motorcycle tipping forward, with the maximum retardation available just on the point of tipping.

(From John Bradley’s, ‘The RacIng Motorcycle’)

(From ‘Motorcycle Dynamics’ by Vittore Cossalter)

This theory needs to be confirmed and officially developed into ‘best practise’, although it broadly supports the opinions expressed below.

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Riders therefore need to be trained in the correct technique, recognise what is happening when they brake, and ensure they have the confidence to apply the brakes properly. It is ‘a balancing act’.

Many riders are reluctant to use the front brake properly, or sometimes at all. This is usually due to prior experience riding bicycles, where it is easy to go over the handlebars with hard front-wheel braking. This tendency is far less on a motorcycle due to the lower centre of mass due to the engine etc. and happens far more more slowly, giving the motorcycle rider time to react, and it tends to happen more at lower speeds as the rider comes to a halt.

Many riders also appear to be unaware of how quickly they can actually brake, particularly in wet conditions. Modern tyres have far more grip than many older riders believe. As long as you apply the brakes more carefully initially, there is still sufficient grip to get the rear wheel off the ground on wet roads (equivalent to 1g) – tipping forward is still the limiting factor.

The front wheel is also very easy to lock without ABS if the front brake lever is snatched, (the effect is like the magician who pulls a table cloth from a laid table) and can nowadays be achieved with just one or two fingers on the front brake lever.

This usually results in an instant fall, although it can be released and reapplied, but again needs knowledge and practice.

Once a rider is off the bike and sliding down the road, speed is only lost in the friction between the rider and the road surface. The outcome of an impact at ground level is likely to be worse, and there is a risk of being run over by following vehicles who are often closer than the required 2-second distance as they can see easily past the rider.

The rear wheel is also easily locked, but a skid is usually controllable, although the overall braking distance will be lengthed.

Motorcycles with ABS have a system which prevents wheels locking and skids, but if the ABS is triggered it may increase potential stopping distances. However, it is probably better for new and inexperienced riders, on a bike fitted with ABS, to simply apply the brakes as hard as they can.

‘An ABS does not necessarily shorten your stopping distance, but does allow you to keep steering control and drive your vehicle more effectively.‘

https://www.tdi.texas.gov/pubs/videoresource/fsdrivingabs.pdf,

So it is still more effective to apply the brakes correctly, even on a motorcycle fitted with ABS.

‘ABS is demonstrated to reduce stopping distances and to improve stability under all braking conditions, but such features are not enough to guarantee a good braking performance in emergency events if the riders have not the skills to utilize the full braking power of the motorcycle’. 

https://pubmed.ncbi.nlm.nih.gov/37348453/#:~:text=ABS%20is%20demonstrated%20to%20reduce,braking%20power%20of%20the%20motorcycle.

There is a debate, on-line, as to whether ABS actually shortens stopping distances, but it probably depends on the level of rider skill, which needs to be very high to beat an ABS system.

The advice is that if you do trigger the ABS with the front brake, that you have probably ‘snatched’ the front brake lever too hard initially, as once the weight has transferred to the front wheel it should only lock due to a poor road surface.

Triggering the rear wheel ABS is again due to either stamping on the rear brake, or failing to release it as the weight transfers forwards

As it states in Police Motorycle Roadcraft ‘‘If you activate the ABS ask yourself why? Are you taking greater risks. Do you need to improve your technique?“. The advice is, however, if the ABS activates do not release the brakes. Riders need to be aware of the pulsing sensation, but not to react to it. It could be mistaken for faulty brakes.

Many riders also have more than one motorcycle, with older sportsbikes being very popular, which don’t have ABS. All riders should be able to stop without the ABS being activated, although it is an invaluable safety aid, particularly for the inexperienced or unexpected slippery roads. ABS is also a useful training aid for riders to experience the point at which the tyre loses grip, without risk of skidding or falling.

The proposed correct technique for braking in a straight line is to immediately apply both brakes firmly but smoothly, with front brake lever pressure increasing while the weight transfers forwards, and the pressure on the rear brake steadily released to avoid locking the rear wheel as it unloads and potentially skids. The front brake to only be released if the front wheel locks and skids, or if the rear wheel lifts off the ground (which riders can be trained to recognise).

Braking from high speed places high loads on the rider’s arms and neck, as they are thrown forward. It requires riders to grip the fuel tank with their knees and rely on their arms to stop them sliding forwards, and/or on the rear of the fuel tank stopping a slide forward.

The commonplace untrained reaction in an emergency is often to panic, intially snatching the front brake and stamping on the rear, potentially instantly locking the front and/or rear wheels. An unexpected front wheel skid with usually result in a fall. Skidding tyres significantly increase stopping distances. Alternatively, many riders can fail to apply the front brake hard enough, for fear of skidding or going over the handlebars. With a little training and practise we have found that most rider’s stopping distances can be reduced significantly, which can be critical in avoiding a collision or reducing the speed of impact.

Riders very rarely, if ever, practise emergency braking, with the first time for many usually being out of necessity.

It also appears that many riders are unaware of the relationship between speed and stopping distance, which is particularly noticeable at higher speeds on a race track as we have also found, even though it is included in DVSA advice. Most road riders speeding at say 90 mph, probably don’t appreciate it will take them twice as long to stop as it does from 60 mph.

The faster they are riding, the more critical the ability to stop effectively is.

The extent that the failure to brake effectively is a cause or contributory factor in collisions is not identified at all, and is probably in most instances unknown. However, experience in post test training riders indicated this is likely a major contributory factor, particularly as it has been found that motorcyclists are more likely to be speeding.

The only obvious ways this can be confirmed as an issue, is to formally research rider braking to confirm our findings.

High speed braking should also be addressed during any advanced or post-test training, which could also be mandatory for post collision riders. From personal experience, I completed my advanced training, and post test instructor training without ever having been required to complete an emergency stop from high speed.

The existing NRRAC RIDE courses now appears to be online, and when they were in person, the training workshops were not delivered nationally, and do not seem to address rider competence, mainly behavioural problems. https://www.drivetech.co.uk/police-referred-courses/course/ride/

The course could be redesigned to also address rider competence, either in response to potential police prosecutions, or post collisions.

2. Current DVSA advice on emergency braking to apply front brake before the rear to be reviewed and changed to applying both brakes at same time

There is an issue at the moment with long standing advice from the DVSA to apply the front brake before the rear in an emergency, which marginally increases stopping distances, and has a disproportionate effect on riders who are reluctant to use the front brake, or some bikes with dual brakes, or those with a low centre of mass (cruisers).

Roadcraft alternatively tells riders to use both brakes in an emergency. Also ‘As the machine slows, gradually release the pressure on the front brake, and increase the pressure on the rear brake’. This does not seem to make any sense, as releasing the front brake will likely increase stopping distances, and increasing the pressure on the rear will likely simply lock the rear wheel. If the rider is braking hard, the rear wheel will have very little if any weight on it. This maybe a legacy issue from a few decades ago when tyre grip was poorer.

There is an argument for releasing the pressure on the front brake, not as a routine, but only in the event of a skid, or if the rear wheel has left the ground to prevent the rider tipping forward over the handlebars, which happens comparatively slowly compared to a bicycle.

All published advice needs to be supported by evidence and the physics.

There is also the clear need to address retraining and upskilling existing riders, which requires properly trained trainers, many of whom may need retraining, and there is also the current problem of reaching unqualified unlicenced commercial trainers, many ex-police.

As most riders would not voluntarily attend advanced or post-test training, this could be made mandatory for any rider involved in a collision etc.

3. Linked ABS to be mandatory for all PTWs over 50cc, specifically including 125cc which are currently exempt, as these are the PTWs that riders learn to ride on.

Only new or a few earlier motorcycles over 125cc have ABS. It is an invaluable safety aid, particularly for the inexperienced or unexpected slippery roads. ABS is also a useful training aid for riders to experience the point at which the tyre loses grip, without risk of losing control, skidding or falling.

As most 125cc motorbikes can achieve at least 60 mph, it is difficult to understand the failure to ensure that they too now are mandated to have ABS from new.

Mike Abbott

British Superbike School

Updated 5.3.24

This is the progress so far on the bodywork. The colour scheme is period Suzuki red/black with yellow and white pin striping, in line with the original concept.

I’ve used rattle cans, which are far better than they used to be, with just a bit or ‘orange peel’ to polish off.

A proper professional paint job would be £100’s, which would undoubtedly be better and probably sensible on a newish bike.

However, many years ago one of my mates hand painted a car, and made a great job of it (after much polishing).

If you look carefully at many even new cars, the paintwork is far from perfect (I used to manage a 1st Tier supplier of painted body parts). If you’re being very picky.

You have to wait 15 mins in between coats to get the paint to cure properly and quickly, and use good quality masking tape to get sharp lines.

This time of year you need to heat the workshop to avoid blooming, in particular heat the parts being painted.

Preparation is also key.

I’m very much an amateur painter, so if concerned get advice from someone with more experience.

After the decals, all the parts are being clear laquered to protect them, and improve the finish.

The white area for a race number doesn’t meet ACU regulations, as it’s not upright, flat or deep enough, it’s just for the look.

If you’re building a race bike, you’ll need to fit a bikini fairing or number boards either side of the seat etc for the race numbers.

I’ve fitted a front number plate, with a race screen fitted behind it, which should make it a bit easier on the arms and neck at high speed, which you can see above

I’ve used stick on pinstriping, but I think if I did it again, I’m now confident to be able to paint them on, having watched an episode of Henry Cole’s programme Shed and Buried, which included a professional paint shop, and how to do it properly using paint layers.

You just need top quality thin masking tape, mine was intended for modelling.

This was originally an attempt at creating a Suzuki XR69 from a Bandit. However, it was discovered that it would have required major surgery to get the seat to fit, and having bought a complete XR69 body kit, the fairing is far too low and narrow.

Could have cut the fairing in half, leaving just the top and bottom, but decided not to. I suppose you could cut it into 2 halves and widen it, but it might look a bit odd.

An orginal XR69 looks like this – if you haven’t seen one.

Below is another great bike based on a Bandit in Classic Team Suzuki blue, but without a fairing and high bars. Looks like a SRAD seat? Smart colour scheme. Looked a better way to go.

A great attempt below with the fairing problem overcome by removing bottom half.

I can’t find a track bandit with a full fairing, although later 1250 road Bandits had one, and Pyramid Plastics do lower touring panels for road bikes.

You can get cockpit fairings, but it was decided to go with just a Bandit race seat, straight bars and a number board, more Wes Cooley than Mick Grant, but in the red and black Suzuki colours.

May look at fitting a belly pan later – can’t find a race one at the moment.

Expert advice from Spike at Ragged Racing if you want a full fairing on a Bandit:-

Harris F1 fairing is pretty much the same dimensions as an XR69, since Harris copied the bike. Seen a few Bandit/XR69s, but it’s the height that really throws it. You have to have the clip-ons very low for any of the full fairings.

I must admit, I am a fan of a more naked look… and the XR69 replica thing has been done to death!
I noticed you had the Yoshimura half fairing in your article [No12 bike], which is essentially a Harris F1 to with holes in it. Skidmarx have just bought BB Plastics moulds, and have that…

And alternative, would be to ‘copy’ the Team Force bikes that bellypan came from, which is a well know European endurance bike.
This is a top derived from the 1979 XR69, so has that ‘proper’ Suzuki look. The seat is a slightly altered Nico Bakker.
I have Christian Hames’ mould for this, and can produce a fairing with or without headlight cut-out.
Obviously this is a Harris chassis, but it’d work as well on a Bandit, with just a bit of light surgery on the subframe.

Cheers, Spike

Ragged Edge Racing
01454417404
www.raggededgeracing.com

E-scooters, how about a ‘new’ concept.

Firstly, cycles were recently found to be 3 x safer than E-scooters, so E-cycles look to be much safer so could simply and easily replace E-scooters.

But if pedalling is seen as putting riders off, then the simplist and probably safest solution is to remove the pedals etc from existing hired out E-Bikes, and fit footrests or footboards and a throttle – which although currently illegal, are freely available.

Failling that, here’s some ideas for new E-scooters:-

Electric – obviously – current E-scooter drivetrains would fit.

Being seated and a longer wheel base make them far less likely to tip up, and should halve the current Dft braking distance standard, back to Highway Code standards.

Larger wheels to better deal with potholes, kerbs etc. Should be able to safely mount a 4 inch kerb (current standard is 30mm), so will need larger wheels probably 16inches in diameter including pnuematic tyres. Better grip overall.

Battery mounted horizontally between the wheels.

Disc brakes.

Could have suspension added which would be nice, more comfortable and probably safer.

Could be made a bit more stylish, but I think the grunge look is great, although a bright colour would be better for visibility.

‘Monkey bikes’ could also be produced with electric motors, but would be more expensive…

…..or there are some small electric ‘step throughs’ already on the market, but would probably need restricting to 15mph for riders without motorcycle licences.

12 people killed last year, > 1300 injured, >400 seriously, although these figures are thought to be significantly understated.

Something should be done.

All these options would still allow local councils to rent out small electric PTWs at a eye watering profit margin, whilst significantly reducing the risk to riders.

The new Cannondale looks perfect, great for carrying your groceries, but a bit expensive at £5,000.

Finishing off the braking system, it’s now got wavey discs which I think were around in the period. Thought of updating the brakes, but the 6 pot calipers I don’t think were any better, and Suzuki went back to 4 pots with 8 individual pads on the later GSXRs which are too late.

Don’t think you can upgrade without spending silly money, although modern radial brakes are far better, the Brembos on my Aprilia RSV were astonishing at the time. I think they came later.

The rear brake master cylinder has an integral reservoir I haven’t seen before. Not sure what to do yet as you can’t see the fluid level – race bikes usually just have a clear tube. Anyone else seen one of these?

Anyway the fluid front and back will be changed before it’s tested, and not just the master cylinders (which is a well known trade short cut).

I’ve sourced a S/H race seat off Ebay, although you can buy them locally from A16 race parts, along with belly pans.

It’s going to be a red and black scheme as the XR69’s were, not the current Suzuki Classic blue.

The idea was to turn a 1200 Bandit into an XR69 race replica, however having bought a full body kit only the mudguards fitted.

So for now, it’s a project to turn it into a classic track bike. They came out in 1997.

I’ve sourced a Bandit race seat and started work.

First thing is the front brakes which have been taken off and checked all piston are moving freely. Mounting bolts were all different, so have been replaced with titanium Pro Bolts.

I’m sourcing some new pads, which will be a known brand from a proper supplier, having bought some at an auotjumble for my ZXR750 some years ago and subsequently couldn’t stop at a trackday at Donnington – at the end of the main straight.

I was off to the IOM the following week, so would otherwise had probably found out at the bottom of the Creg on Mad Sunday.

The best way to negotiate corners is to use the ‘vanishing’ or ‘limit point’ to judge entry speed (see Police Motorcycle Roadcraft). Works equally well on track.

On the road you complete your braking before the turn and apply a steady light throttle through the corner.

On the track you carry your braking into the corner gradually releasing the brakes as the lean angle increases, before apexing and accelerating away.

On the road you stay in the saddle, on the track you slide off inside onto your inner thigh and also move the top of your body across. This keeps the motorcycle more upright so the suspension works better.

Lean angle required depends on rate of turn which is a combination of speed and the radius of the corner – not just speed.

Road bikes can lean up to 45 degrees safely given a reasonable and dry road surface, race bikes can lean up to 60 degrees with soft track tyres.

I’ve updated and revised this report, originally published over a year ago, following recent reports in the Press of the incoming Labour government considering legalising E-Scooters.

Conclusions

Step-on E-Scooters have been found to be by far the most hazardous form of urban transport, resulting in a number of unnecessary deaths and serious injuries, and should simply be replaced by bicycles or E-Bikes, which have been found to be 3 times safer.

That they would be unsafe, should be obvious to anyone with GCSE Physics.

The public in general already has experience of riding cycles, rather than what has clearly been painful, sometimes fatal, ‘trial and error’ riding E-Scooters.

E-Scooters could be redesigned to meet Highway Code braking standards and be able to negotiate standard 100mm kerbs as all other vehicles can. This would probably involve lengthening the wheelbase, fitting a seat and larger wheels – essentially an E-Bike with floorboards and no pedals, if pedaling is an issue.

SUMMARY E-Scooters:-

• are fundamentally unstable due to the design – based on a child’s toy.
• require at least twice as long to stop than other vehicles.
• cannot safely negotiate a standard 100mm kerb.
• use more power than an E-Bike, which has to be pedaled and also provides healthy exercise.

Recommendations

1. E-Scooters should be withdrawn for rental and continue to be banned for private use on the highway, and withdrawn from sale. They also mostly do not meet the new 12 mph speed limit for rentals, some are advertised at capable of up to 50 mph. (You will probably find your travel health insurance covers you for an E-bike or a motorcycle up to 125cc, but specifically not an E-scooter. The insurance industry tends to be the experts regarding risk assessments).
2. For rentals, step-through unisex E-Bikes are probably far safer than E-Scooters, and should stop in a shorter distance than a cycle due to a lower centre of mass, and in a more similar distance to a motorbike, (and also need less charging as you have to pedal). 
3. E-Bikes to be limited to 15 mph using regenerative braking or other means, should be fitted with hydraulic disc brakes. They should ideally have front suspension which is common place on mountain bikes to better cope with kerbs, potholes and poor road surfaces, and have a minimum 26 inch diameter wheels.

Background

A few years ago, myself and a RoSPA colleague Dave Bryant, both DVSA qualified, devised and delivered workshops based on accident data for young riders for Safer Roads South Yorkshire called ‘Twang’.

In 2023 I was approached by the National Young Riders Forum to advise on hazards to young motorcyclists. I looked to see if anything had changed, and was talking to a local youth club leader. I was told that her members now exclusively used E-Scooters, not mopeds. It appears that the hazards had shifted.

I then started looking at E-Scooters to see what I could find regarding the risks, initially for young riders.

the Problem

44 E-Scooter riders and one pedestrian died so far, mostly avoidable as the identified alternatives – walking, driving, taxi, public transport, not bothering, are all far safer – even cycling was found to be 3 x safer. Over 1,300 riders were injured, >400 seriously, which is considered to be significantly understated.

Half are being ridden by children – young riders below the age of 16.

E-Scooters are illegal, but over 750,000 have been sold in the UK supposedly for use on private land, which is a very obvious dishonest device.

They are routinely ridden on pavements with the first pedestrian death last year – a 71 year old woman knocked down and killed by a local 14 year old rider. 28% of casualties were not riders.

E-Scooters are hazardous to ride due to the small wheels making them vulnerable to potholes, kerbs, drains, etc. They have no seat, a short wheelbase, narrow handlebars and a centre of mass high above the front wheel, which makes them liable to tip forward with the rider tripping over the handlebars and steering stem. There is a particular danger of head and facial injuries. They are unstable with reports of riders falling when making hand signals.

E-Scooters, although illegal to to ride on the road, can be legally hired from many Local Councils, and seem to be extremely profitable to provide. A private scooter can be run for circa 3p/mile, a local government hired scooter cost > £1/mile to rent and even > 30p/mile with a season ticket. The overall profit generated nationally probably runs into many £millions/annum, but clearly puts the public at an unnecessary risk of injury or death.

The latest E-Scooters have the battery moved from horizontally below the deck to vertically behind the headstock, which will make them even more likely to tip up – but makes battery changes easier.

I can find no evidence of yet of this new design being officially tested, so these machines may not be able to meet the published required standards.

You can buy an E-Scooter capable of 49 mph.

The DFT standard applied to rental scooters sets the braking distances at twice that of other vehicles, and sets the kerb height that they can negotiate at 30 mm when a standard kerb is 100mm or more.

https://www.gov.uk/government/publications/e-scooter-trials-guidance-for-local-areas-and-rental-operators/e-scooter-trials-guidance-for-local-areas-and-rental-operators#minimum-technical-requirements-for-e-scooters

The concern is that E-scooters are offered to rent primarily because they more profitable than E-bikes, rather than safety being the priority.

E-bikes use less electricity, having circa twice the range on a single charge, are significantly safer with a seat and larger wheels, are more stable, have shorter braking distances, provide some good exercise, and are safer because most riders have already learned to ride a bicycle.

E-bikes are also safer for transporting shopping as panniers can be used, rather than a back pack which is liable to worsen the outcome of any collision.

E-Scooters could be totally replaced by ‘step through’ E-bikes, which could be made even safer still by mandatory hydraulic disc brakes, and restricting them electronically to 15 mph potentially by using electronic regenerative braking or other means. They also need to be made tamperproof with ‘firmware’, which some currently are not (from experience).

E-Bikes should have large wheels for stability, 26 inches is standard for cycles, and be fitted with front suspension which has been used for decades, to cope better with potholes, poor road surfaces, kerbs etc., and to improve braking over poor surfaces.

WMG have been commissioned somewhat belatedly to produce a safety report, so it will be interesting to see their opinion when they are published.

It also appears that the Local Authorities are contracting out E-Scooter hire to small single owner limited companies with no assets, which could be a device to try and avoid any manufacturer, or hirer, or Local Authority being held to account through the Courts.

E-Scooters

Known Safety Issues

The DFT’s commissioned report from ARUP published in December 2022 found 50% of riders were underage, 61% were riding too fast, the accident rate was three times higher than cycles, 63% thought E-Scooters were unnecessary and 46% thought they were dangerous. 10% of users had been in an accident. There were reports of brakes not working.

Click to access national-evaluation-of-e-scooter-trials-findings-report.pdf

The government report below into casualties, shows that it’s mainly youngsters riding in the early evenings around 6.00 pm. Half the casualties occurred in non-trial areas, on privately owned scooters for which there are no standards.

‘It should be noted that a considerable percentage of non-fatal casualties are not reported to the police. Non-fatal casualties for e-scooter users are amongst the most likely to be under-reported in road casualty data since they have no obligation to inform the police of collisions. This should be borne in mind when analysing and interpreting the data.‘

https://www.gov.uk/government/statistics/reported-road-casualties-great-britain-e-scooter-factsheet-2022/reported-road-casualties-great-britain-e-scooter-factsheet-2022

Braking

The centre of mass is critically high above and at a steep angle to the front wheel contact patch, which means that under hard front wheel braking, the scooter will tilt forward and simply pitch the rider over the handlebars. The back brake is relatively ineffective as there is probably usually only 50% of the weight on the rear tyre, and this weight reduces along with rear wheel grip as the weight is thrown forward on braking.

From my experience with motorcycles, and with my automotive engineer’s perspective, E-scooters are unstable as they have a high centre of mass, a short wheelbase, small wheels and no seat. Riders could be up to 2 metres tall and weigh 100Kg and should still be able to meet the TRL braking guidelines. The limiting factor for braking, for most PTW’s, is the centre of mass making them tip forward.

Steering Geometry

The steering geometry of an E-Scooter is more radical than a Motogp bike, (and they are designed to be at the ragged edge of stability), due to the steep steering head angle which is a fundamental feature of scooter design, and the small wheels. The length of steering ‘trail’ is closer to a supermarket trolley.

Wheel Size

Wheel size is critical, not only for stability, but to cope with kerbs, potholes, drains, etc. The current minimum wheel size for a motorbike is a 10 inch rim giving a circa 15 inch rolling diameter. Early Lambrettas and Vespas had 8 inch rims which were found to be unstable, having ridden a 1950’s model and and a later one with 10 inch rims which felt much safer.

A standard motorcycle rim is now settled at 17 inches giving a circa 24 inch rolling diameter, with both 18 inch and 16 inch rims tried in the past.

A standard road cycle wheel is 26 inches.

There does not appear to be any minimum size for E-Scooter wheels, which can be as small as 7 inches, only that they can negotiate a 3 cm kerb (DFT).

TRL Investigation

I had been looking again for results of E-Scooter brake testing, and have come across this report issued by the TRL in 2022.

Click to access ACA104—In-Depth-Investigation-of-E-Scooter-Performance_1.pdf

21 E-Scooters were tested with the braking performance found to be 0.35g which is half that of all other vehicles according to the Highway Code braking distances, with only the rear brake being effective.

Braking obeys a square law. Twice the speed means four times the stopping distance. Most of the speed is lost in the last few feet, so when any other vehicle would have stopped from 15 mph, the scooter may still be doing 12 mph. Fatal collisions start at just 9 mph, and once riders fall, there is always a risk of being run over. With 30 mph or more probably achievable, if only downhill, this could extend to 90 feet or more, which makes them very hazardous. When all other vehicles would have stopped an E-Scooter would still be travelling at 20 mph.

Braking downhill would additionally likely extend the braking distance further, with the E-Scooter even more likely to tip up.

Clearly pedestrians as also at risk and have been injured, (only 76% were riders) and in one instance killed.

Privately owned E-Scooters are mostly set at 25 kph or 16 mph, but can apparently be easily changed using a freely available access code to the software on many (as I have found on my first E-Bike).

The brake testing was carried out on the flat at 25 kph, but not at higher speeds that would be obtained when riding downhill, or when riding down a slope. It is therefore not known if regenerative braking could prevent excessive speed including downhill.

There is also a concern regarding the robustness of E-Scooter design and the need for a high level of maintenance. ‘In the sample, more than 50% of devices had brakes or steering in unserviceable condition‘ and ‘average under-inflation of pneumatic tyres of 55% observed‘.

The report also found that ‘In 2021 82% of these involved private e-scooters; 38% of all casualties sustained serious injuries; casualties are largely male (about 70%); and about 50% of casualties are under 24 years of age. Around 24% of casualties in e-scooter collisions were not the rider. The reported percentage of serious injuries is high relative to slight injury, and therefore it is likely that the actual number of e-scooter related injuries are under-reported‘.

TRL Guidelines for Hire Scooters

The TRL have issued guidelines for hired e-scooter brakes, which sets a minimum braking distance of 7 metres from 15.5 mph. This is twice the distance than the formula used to calculate braking distance in the Highway Code.

The speed limit has now been reduced to 12 mph for the next phase of the e-scooter rental trials, but a scooter will still be travelling at 9 mph when other vehicles would have stopped, which is the speed where fatalities start.

E-Bikes

E-Bikes are more stable than an E-Scooter due a centre of mass further away from the front wheel and better than a cycle due to the low position of the motor and battery, which will shorten braking distances – the limiting factor as with motorcycles is the vehicle tipping forward. Crucially the front brake is effective, whereas on an E-Scooter it isn’t.

The larger wheels provide a far higher gyroscopic effect which tends to stabilise and keep the bike upright at speed. You can ride a bike ‘no hands’ and the steering will self correct. A scooter will probably immediately veer off line for any reason.

A recent Met report identified only 1 E-bike fatality from 2018 – 2022. However, E-Bike casualties do not appear to be reported nationally, and the new Road Safety Factors lump E-Scooters and E-Bikes together, presumably also with powered hover boards, ball boards, skate boards and unicycles.

Privately owned E-bikes need to have ‘firmwear’ specific to the speed limit of the UK market, to avoid easy tampering, and could be electronically limited to 15 mph using the braking system, which would make them even safer.There is a known problem with owners altering the speed limiter on E-Bikes (as well as E-Scooters) with access codes to the software was readily available on the Web. No software or laptop needed. This is presumably to allow dealers to alter the speed limit dependent on market.

Throttles are also available to allow E-Bikes to be powered without pedalling, creating an electric motorcycle. These problems need to be addressed by making them tamperproof.

E-Bikes can also be legally ridden from 14 years old.

You can also buy electric motorcycles, which I have seen being ridden on the road and public areas. In Europe, it’s usual to see electric cycles with number plates. 

From observation, E-Bikes, and illegal E-Motorcycles and E-Scooters are used in the gig economy, along with mopeds on L plates, with businesses taking advantage of the situation, and as recently reported allowing riders to ‘subcontract’ deliveries to others out of the businesses control. Hopefully this will be addressed by employment legislation in the near future.

Mike Abbott MBA, RoADAR (Dip), DVSA RPMT 800699, ACU Coach #62210

British Superbike School

Applewood Old Hall Lane,

East Markham, Newark,

Notts NG22 0RF

Email: mike@britishsuperbikeschool.co.uk

Tel 01777 818013

Mbl: 07939 041606

Revised 20th November 2024.