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MOTORCYCLE INDUSTRY CHALLENGES BUS LANE RESEARCH MYTHS
Issued 21st September 2005
The MCI is challenging policymakers and transport experts who claim that allowing motorcycles to use bus lanes will lead to safety problems for motorcycle riders and other users of bus lanes.
Several UK Local Authorities, including Bristol, already allow motorcycles to use bus lanes. In response to a growing demand for bikers to use bus lanes in the capital, Transport for London has been running three fully monitored experiments on key bus lanes in London.
When completed next year, the experiment will have run for three years and interim reports into the effect of allowing bikes in bus lanes has drawn mixed reviews depending on who has commented on the results.
Those who oppose the use of bus lanes by motorcycles have seized on aspects of the data to support a case against motorcycles, with a new mythology about the safety aspects of the scheme emerging. In July, an answer to a Parliamentary Question by the Minister Karen Buck contended that the number of accidents involving motorcycles into bus lanes in the experimental scheme had increased.
However, a British Motorcyclists Federation (BMF) analysis of the interim report challenges this new mythology by looking at external factors which have affected the experimental scheme. This reveals that extensive road works on the A13 portion of the experiment has affected the data, which if readjusted to take this into account reveals that allowing motorcycles to use bus lanes in the experimental areas has led to a 19.5% fall in motorcycle accidents.
MCI’s Director of Public Affairs, Craig Carey-Clinch said; “Other bus lanes schemes around the country have demonstrated the advantages of allowing motorcycles to use bus lanes as a way of easing accessibility and reducing vulnerability for motorcycle riders – without increasing the number of accidents.
“Unfortunately, biking still suffers from a committed band of individuals and organisations who perpetuate the myth that bikes in bus lanes are dangerous, with these people prepared to seize on any data to support their argument, no matter how spurious.
“It is unfortunate that the Minister Karen Buck did not check the data she was given to help answer a Parliamentary Question on the issue before becoming an unwitting agent of the anti motorcycle brigade. We expect far better from the Government, particularly as the Department for Transport is to review its own guidance on the issue. We also await with great interest the final report on the London experimental scheme.”
ENDS
1. MAGs proof of evidence giving an overview of the advantages of permitting the continued use by motorcycles of the three experimental bus lanes in Greater London, and to argue for the extension of that experiment. Here word doc 247kb
2. BMF analysis of the interim data for Transport For London.
COLLISIONS
All collisions have fallen by 9% on the trial sites compared with a 6.5% fall on the ‘control corridors’ and a 13% fall Londonwide (14% fall on TLRN)
Collisions involving ptws have fallen by 11% on the trial sites compared with 0% on the ‘control corridors’ and a 19% fall Londonwide (18% fall on TLRN)
Variation between trials:
- A13 5% fall in all collisions, but no change for ptws
- A23 9% fall in all collisions, and 8% reduction for ptws
- A41 12% fall in all collisions, and 31% reduction for ptws
However, the A13 data should be taken out of an assessment equation because it was fundamentally flawed by extensive road works on this route throughout the trial period. (The Vice Chair of TfL agreed with this view)
When the reliable data on PTW collision reductions is used to assess the impact of the trial you get this clear indication of the success of this measure in contrast to a control corridor specifically chosen by TfL to best compare a section of highway with bikes in bus lanes against one where no access is allowed:
Reduction in PTW Collisions
A23 = 8%
A41 = 31 %
The relevant calculation is 8 + 31% / 2 to give an average reduction across the two trial corridors. This gives a 19.5% reduction in PTW collisions when they are allowed to use bus lanes.
This can then be compared to the control corridor data in which PTW access was not permitted and that showed a 0% reduction in collisions.
Put simply. When the uncorrupted data is analysed the impact of allowing PTW access to bus lanes in the corridors chosen by TfL there was a 19% reduction in all PTW collisions whereas the reduction of such collisions in the control corridors during the same period was 0%.
For more information or photos please contact Samantha at the MCI Press Office on Tel: 02476 250809 Mobile: 07769 681166, email samantha@mcia.co.uk. or MCI Director of Public Affairs Craig Carey-Clinch: 07979 757484 or craig@mcia-pa.com
More press releases, industry statistics and photos are available on the website www.mcia.co.uk
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