2.2.1 All modes of transport have strengths and weaknesses; good practice demands the framing and implementation of policies that maximise the strengths and minimise the weaknesses.

Motorcycles have long provided a legitimate, cost-effective and relatively lowpolluting form of transport, for commuting, work or leisure purposes.

NTS data shows 63% of motorcycle trips are for work, business or education, compared to 30% for cars (DfT 2004).

There has been an increase of 45% in the number of licensed motorcycles in the ten years from 1993 to 2002 (DfT 2003) and, if the experience seen in London following the introduction of congestion charging is repeated in other cities, coupled with increasing fuel costs, this growth can be expected to continue. It also appears that increasing affluence, particularly among 30-45 year old men has resulted in them buying motorcycles for leisure purposes. Increased interest in the development of Travel Plans provides opportunities for influencing the role that motorcycles can play (Chapter 3).

2.2.2 Riders of motorcycles are susceptible to serious injury even in low-speed collisions yet the specific safety needs of motorcycles with their reliance on an adequate and consistent friction between their tyres and the road surface, have sometimes been overlooked by policy makers, planners, road designers and maintenance engineers. Raising awareness among these professionals will help redress the balance in providing for motorcycles.These Guidelines are a step in that direction.

2.2.3 Road Safety Audits need to encompass a greater awareness of motorcycle behaviour and hazards. It would be helpful if the audit team and the project manager have a sound knowledge of singletracked vehicle stability and safety needs, or have access to such knowledge via an appropriate “expert” (Chapter 9).

2.2.4 Access to accurate and detailed local accident data containing real-life causation factors is fundamental to policy decisions, at political or professional level. National statistics in Road Casualties in Great Britain are valuable in providing benchmarking, but local data can be found in reported injury accidents (STATS19) and even data collected by local hospital Accident and Emergency units.

2.2.5 The Government set challenging casualty reduction targets for the year 2010 that have been adopted by virtually all local authorities (DfT 2004a). Although the national road safety strategy does not require it,many local authorities have disaggregated the main casualty reduction target by travel mode, thus highlighting the relative vulnerability of cyclists and motorcyclists.

The level of motorcycling has steadily increased since the 1994 to 1998 period on which the targets are based, so the simple measure of casualties is misleading - the more realistic rate per unit of travel shows an 18% improvement (DfT 2004b). It is essential to give motorcycles appropriate and serious attention if the overall casualty reduction targets are to be met.Many of the required measures will also benefit cyclists.