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The Government's Motorcycling Strategy

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The Government's Motorcycling Strategy The Government’s Motorcycling Strategy February 2005 Department for Transport Published by the Department for Transport. © Crown Copyright 2005 Further copies are available from: Department for Transport Free Literature PO Box 236 Wetherby LS23 7NB Tel 0870 1226 236 Printed in the UK February 2005 on paper containing 75% post consumer waste and 25% TCF pulp. This document is available on the Department for Transport's web site: www.dft.gsi.gov.uk Product code 45RRLG02328 CONTENTS Page FOREWORD 5 INTRODUCTION 7 The Strategic Context 7 MOTORCYCLING – THE STORY SO FAR 8 Motorcycling over the Years 8 Motorcycling Statistics 9 Government Recognition of Motorcycling 9 THE ENVIRONMENT 11 Emissions 11 Noise 12 Congestion 13 INFRASTRUCTURE AND TRAFFIC MANAGEMENT 15 Design 15 Parking 16 Planning Policy Guidance and Local Transport Plans 17 Travel Plans 17 Traffic Management 18 Motorcycles in Bus Lanes 18 Advanced Stop Lines 19 THE MOTORCYCLE AND RIDER EQUIPMENT 20 Engineering 20 Equipment and Clothing 23 Vision 24 Diesel Spillage 24 Culture 25 Page THE HUMAN FACTOR 26 Casualty Trends 26 Accidents and Causation 28 Testing & Training 29 Rider Improvement and Speed Awareness 33 Education and Publicity 33 CRIME 37 Riding Offences 37 Theft 37 VED Evasion 38 Uninsured Riding 39 TAXATION 40 Vehicle Excise Duty 40 Value Added Tax (VAT) 41 SCHEDULE OF ACTIONS 42 MINISTERIAL recognise motorcycling as a legitimate and increasingly popular mode of transport. FOREWORD We want to see an end to old stigmas and stereotyping – motorcycling can be a The Government is modern, practical way of getting around, committed to and we all need to recognise it as such. supporting motorcycling as an The mainstreaming of motorcycling brings important part of the with it rights and responsibilities. transport mix, Motorcyclists have the right to expect both working together with central and local Government to take the motorcycling account of motorcycling in the planning community to address process, when designing and maintaining the needs of motorcyclists. the road network, when managing traffic and when considering safety. In return, For many years the popularity of motorcyclists must recognise their motorcycling has fluctuated, influenced by responsibilities – to ride sensibly and safely changes in the cost of motoring by car, the within the law, be considerate to other road range and ease of use of the motorcycles users, and to others more generally – for and scooters, and changes in lifestyles – example those who wish to enjoy the such as where we choose to live and work. peace and tranquillity of our rural areas. Recently we have seen a significant increase This strategy is a beginning. It encompasses in motorcycling, with people turning to important initiatives including better training motorcycles to beat congestion, and, as to take skills to a higher level; improving we have become more wealthy as a nation, rider and driver attitudes and behaviour; an increase in biking as a leisure activity improved motorbike design; better designed with people riding for the sheer fun of it. infrastructure and smarter traffic management. It sets out a clear programme In the light of this increase having a of action for us, working with others, and for national strategy for motorcycling is a clear the motorcycling world itself – the industry priority. That is why we set up the Advisory and the user groups – building on the Group on Motorcycling, with excellent co-operative platform developed representatives drawn from a wide range of through the Advisory Group. Together we stakeholder groups, to help us identify and can take forward this sensible, practical and address the many issues and challenges deliverable package of measures to make a that motorcycling raises, such as rider positive difference for motorcycling, and safety, vehicle security, and design make sure that motorcycling takes its standards. I would like to record my thanks proper place in the transport mainstream to all the members of that Group for their as a safe, affordable means of transport. work. Their input, culminating in their Report to Government, published in August 2004, has been invaluable. The principal aim of our strategy is to ‘mainstream’ motorcycling, so that all the David Jamieson, MP organisations involved in the development Parliamentary Under Secretary of State and implementation of transport policy for Transport 5 CHAPTER 1 – therefore is to facilitate motorcycling as a choice of travel within a safe and INTRODUCTION sustainable transport framework. 1.1 This strategy for motorcycling is 1.4 Motorcycles offer a number of 1 for England and it applies to on-road benefits for riders. They can offer an motorcycling. The Department for affordable alternative to the car, providing Environment, Food and Rural Affairs independence and mobility, and widening (DEFRA) leads on issues raised by employment opportunities, especially motorcycling off-road. On 20 January where public transport is limited. They 2005, following consultation, DEFRA can also provide quicker travel for riders in announced the Government’s position congested traffic conditions. Furthermore, on use of rights of way by mechanically many riders just enjoy motorcycling for the 2 propelled vehicles . pleasure it gives them. Motorcycles also compare favourably to other classes of 1.2 The strategy is supported by the vehicles on most environmental programme of work undertaken by the parameters. Advisory Group on Motorcycling (AGM) and takes account of its views. The 1.5 But we have to recognise that purpose of the AGM is described in motorcyclists are our most vulnerable road Chapter 2, Motorcycling – The Story So users. Our aim is to make motorcycling a 3 Far. Its report to Government , published safe, enjoyable experience for those who on 2 August 2004, contains a wealth choose this mode. This means taking of background and information on account of the needs of motorcyclists, motorcycling issues, as well as the promoting safety measures and recommendations to Government, and mainstreaming motorcycling, so that its should be read in conjunction with needs are considered as fully as any other this strategy. transport mode, in the development of transport policy. The Strategic Context 1.6 Central Government cannot deliver the 1.3 Motorcycling is becoming agenda for mainstreaming motorcycling increasingly popular. Some people are alone. Local authorities, the police, the using motorbikes to beat congestion, motorcycling community and others all others for leisure activity. We recognise have key parts to play. This strategy this choice and believe that motorcycling includes actions to be taken, and by has a role to play within the transport which bodies, with target timescales system. The theme of this strategy (the schedule). 1 The Scottish Executive and Welsh Assembly are developing strategies for Scotland and Wales and the Department for the Environment and the Department for Regional Development, Northern Ireland considers policies for the province. 2 Use of Mechanically Propelled Vehicles on Rights of Way – the Government’s Framework for Action (http://www.defra.gov.uk/wildlife-countryside/cl/mpv/index.htm). 3 Advisory Group on Motorcycling: Final Report to Government (http://www.dft.gov.uk/stellent/groups/dft_rdsafety/documents/page/dft_rdsafety_030137.pdf). 7 CHAPTER 2 – (the definition of motorcycle for licensed stock is “motorcycles, scooters and MOTORCYCLING – mopeds”; and throughout this document THE STORY SO FAR references to motorcycles, motorbikes, and machines should be taken to include 2.1 This chapter summarises the history of motorcycles, scooters and mopeds). By motorcycling in Great Britain, covering how the early 1970s this had fallen to 866,000, motorcycle traffic has changed in terms of: before rising again to almost 1.4 million in 1980. By the mid-1990s licensed vehicles • traffic volume; reached their lowest point (594,000 in 1995). In 2003 the figure stood at over • the popularity of different styles of 1 million. The most noticeable change over motorbike; time is the large increase in numbers of motorcycles with engine sizes above 500cc • statistics on different aspects of – from 200,000 in 1994 to 560,000 in 2003. motorcycling; and Licensed stock also varies depending on season, with stock peaking in the summer months and lowest in the winter. • Government action to date to recognise motorcycling. Fig. 1 – Licensed stock compared to traffic Motorcycling over the Years 1,700 11 2.2 Motorcycling in Great Britain has 1,600 10 experienced marked peaks and troughs 1,500 over the last 50 years. Motorcycle traffic 1,400 9 1,300 rose from 4.4 billion vehicle kilometres 1,200 8 (vkm) in 1950 to a peak of 10 billion vkm 1,100 7 1,000 in 1960. By the early 1970s, it had fallen 900 6 to less than 4 billion vkm, before rising 800 5 700 again to 7.7 billion vkm in 1980. By the 600 4 500 mid-1990s motorcycle traffic had declined 3 400 again to 3.7 billion vkm, but has been 300 Licensed Motorcycles (Thousands) 2 200 steadily rising ever since. In 2003 the Motorcycle Traffic (Billion kms) 1 100 traffic figure stood at 5.6 billion vkm. 0 0 This represents around 1% of all traffic. 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2001 2002 2003 The increases in motorcycling as an activity have led to increases in casualties (See Chapter 6, The Human Factor). 2.4 Of all newly registered motorcycles in 2003, mopeds and scooters were the most 2.3 As might be expected, there is a popular, accounting for 38%, followed by correlation between traffic trends and sports bikes, which accounted for 29% licensed stock (see Fig.1). In 1960 there (Fig.2). were over 1.5 million licensed motorcycles 8 Fig. 2 – Newly registered motorcycles of Transport4, published in July 2004, by type acknowledged that motorcyclists have the highest fatality rate of all road users.
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