2.3 Integrating Motorcycling into Transport Policies and Strategies
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2.3.1 The Department for Transport (DfT) requires local authorities to prioritise transport modes in their Local Transport Plan (LTP).
Motorcycles figure above cars in such priority lists in recognition of their relative efficiency; both in road-space occupancy terms and their overall lower polluting effect (AGoM 2004).
The space required for parking twin-track vehicles is often un-costed in LTPs. Motorcycles can substantially reduce this urban overhead cost.
“The use of motorcycles and other powered two-wheelers is on the increase; greater use of this mode could potentially deliver congestion, accessibility and air quality benefits.
However, the potential of this mode has been undermined by a continued association with poor road safety outcomes…[i]nterventions should aim to reduce vulnerability at the same time as improving accessibility for motorcyclists.” (DfT 2004c) |
2.3.3 Local authorities may use the guidance to make a convincing case for motorcycle-related transport policies and planning.
There is now less distinction between bicycles and motorcycles,mobility scooters for the disabled, and other parts of the widening range of light mobility options. A sound strategy for sustainable mobility requires that the full spectrum is handled consistently, allowing road space, on-street and off-street parking provision, movement and access to be considered in a balanced manner.
Other specific issues the LTP should address include:
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The need to raise awareness of motorcycles as a legitimate transport mode.
This should be based on the principle that motorcycle use has increased without local or central government advocacy or encouragement, and may continue to do so.
There is a difference between “encouragement” and “making provision”. Ignoring any vulnerable mode is unacceptable.
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Recognition of the benefits of motorcycle use, tied to specific
local land use and transport planning issues.
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Recognition of the wide spectrum covered by the term “motorcycle” (or Powered Two-Wheeler), from mopeds to large sports and touring machines, and their equally diverse trip purposes.
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Frank examination of the drawbacks to motorcycling - the most obvious being safety, including serious, data-led analysis of the local situation.
Other drawbacks include: security, noise and vehicle pollution concerns.
The LTP should contain the kernels of positive actions to address these drawbacks.
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Specific undertakings to include the good practice identified in other chapters of these Guidelines into the operational practice of the local authority.
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The role that motorcycling can play in the local rural transport policy. |
2.3.4 More detail on motorcycles and LTPs can be found in The IHIE Briefing Note On Motorcycling Issues and LTP2 Second Edition Full Guidance on Local Transport Plans (IHIE 2005).
Congestion charging
2.3.5 The introduction of London’s congestion charging  scheme has seen an increase in the use of motorcycles and a reduction in casualty rates for riders within the charging zone (TfL 2004). This suggests that exempting motorcycles from congestion charges has economic and safety benefits, offering the possibility of larger benefits as pilot schemes are rolled out in the UK.
To maximise the environmental benefits of a switch from cars to motorcycles in London or any other conurbation there should be a commensurate increase in convenient and secure parking provision.
Social inclusion
2.3.6 Motorcycles can reduce social, educational and economic exclusion for people that do not have  easy access to efficient public transport or to a car - this is especially true in rural areas. In some areas low-cost, low-powered motorcycles are made available to disadvantaged rural dwellers through the Wheels to Work scheme so that they can access education and work opportunities (Chapter 3). In some other areas, local authorities have chosen not to encourage motorcycle use in view of the perceived risk and the anti-social use of motorcycles by a minority.
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Government initiatives
2.3.7 The Government is introducing or involved with a variety of measures to improve the safety record of motorcycles. These include:
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The Advisory Group on Motorcycling, which reported in
August 2004.
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The Government’s National Motorcycling Strategy, published
February 2005.
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The Driving Standards Agency’s (DSA) role in training and
testing.
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Support for national and local publicity initiatives.
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Sponsorship for the British Super Bike race series - raising the
profile of the Government’s “Think” campaign.
www.thinkmotorcycleacademy.co.uk
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The Motorcycle Casualty Reduction Group - led by the Association of Chief Police Officers (ACPO). ACPO have recently published their Motorcycle Enforcement Strategy |
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