If Motorcycles are to be ‘mainstreamed’ then an adequate consideration of motorcycles within Central and Local Government policies is vital.

In particular it is key that:

•	Local Transport Plans should refer to the positive role that motorcycles can play, with motorcycle strategies focusing on the strengths of the mode and containing strategies to mitigate their weaknesses, including reducing their accident involvement rate.
•	Strategies should cover both engineering and non-engineering activities.
•	Consultation with riders is essential to ensure that strategies and initiatives meet the needs of the users.
•	Good practice in including motorcycling as an integral part of Travel Plans should be followed where appropriate
•	Secure and appropriately sited parking facilities should be provided at transport interchanges and journey ends to mitigate the likelihood of  theft and minimise “unofficial” parking.
•	The public sector should set good examples in this area.

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.

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.

Wide spectrum

2.4.1 It is essential that the safety and security needs of all motorcycle riders are met and not just those of organised rider groups.

The two main rider organisations, the British Motorcyclists’ Federation (BMF) and Motorcycle Action Group (MAG) are well respected and organised, but their membership does not necessarily represent a true cross-section of all riders, despite their best endeavours.

The range of motorcycles available and the use to which they are put is very wide indeed - from restricted mopeds and scooters used as fashionable, basic, transport, through commuting and at-work use, to leisure riding and touring. Even this last category covers everything from classic machines to sports bikes - all requiring different riding styles and used by riders with different attitudes and behaviour.

A full understanding of the needs of diverse users is necessary in order to provide a safer riding environment.

Rider forums

2.4.2 Local authorities may find it useful to establish a motorcycle forum in order to facilitate information gathering to help identify motorcyclists’ needs. Authorities with experience in this field include; Sandwell Metropolitan Borough Council,Devon County Council, Bedfordshire County Council and Cornwall County Council (see example below).

The forum should be as representative as possible of riders in the community or those who use the area’s roads, as well as including appropriate officers, representing road safety engineering, road safety education, the police, tourism and economic development.Other bodies that may be able to help include regional groups of the Institute of Advanced Motorists (IAM) - they are not only concerned with car driving - and the Royal Society for the Prevention of Accidents (RoSPA). It is advisable to supplement a forum by other methods of gathering views in order to ensure that a wide variety of users are consulted.

Examples of other methods are:

2.5.1 Motorcycles should figure in all Travel Plans, including those for sixth form colleges and adult or late-teen educational establishments, with the lead being set by local authorities. Any approach to educational establishments must present information carefully and must not be seen as encouraging a move to motorcycles from other modes such as walking, cycling, trains or buses.

2.5.2 The drafting and delivery of Travel Plans (Chapter 3) is often a condition of planning approval for any type of development.

Where there are two-tier local government arrangements, this will mean liaison between authorities responsible for roads and those responsible for planning functions. All modes of travel should be considered within the Travel Plan, including motorcycles.

Convenient and secure parking for motorcycles should be provided, together with changing facilities and equipment lockers.

2.6.1 Security of motorcycles at journey’s end is an important policy consideration, given the relative ease with which motorcycles can be stolen.

The absence of convenient and secure parking can be a severe barrier to motorcycle use or lead to inappropriate or illegal parking.

This needs to be considered for private parking at business premises as well as for on-street or offstreet parking (Chapter 5).

2.7.1 Motorcycles can reduce congestion, reduce parking space requirements and improve accessibility, especially at places and times when public transport is limited.

Motorcycles also provide a cost-effective mode of transport for those with limited resources. In view of their vulnerability, the specific safety needs of motorcyclists need to be carefully considered by road designers and traffic engineers in the design, implementation and maintenance of any works on public roads.

However, it is unlikely that professionals on the operational side of road infrastructure provision will make a step change in their approach to catering for motorcyclists if the lead has not been set by policymakers at local, regional and national level.