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Integration
The Contribution That Motorcycles Can Make to Transport Plans
The motorcycle remains a largely misunderstood mode of transport, for far too long shrouded in clouds of misconception about both the nature of the machines themselves and the nature of the people who ride them. The reality is that motorcycles have long since evolved beyond the noisy, smelly and dirty transport of yesterday. Modern motorcycles are clean, quiet, well designed and come in a variety of different styles.
Technological developments by all manufacturers mean modern motorcycles are among the most fuel efficient vehicles on the road today which, along with their space saving capabilities and massively improved safety record, means they provide a credible alternative to four wheeled personal powered transport.
Figures released by the Motorcycle Industry Association show that sales in the UK have tripled during the last five years with moped sales, in particular, increasing tenfold. Commuters seeking an alternative to spending valuable time stuck in traffic jams have realised the benefits of motorcycle use and are now switching to this transport mode in large numbers. Many are people who rode motorcycles in their youth and have now returned to two wheels having realised the futility of continuing to commute by car.
The encouragement of cycling, walking and public transport is essential, but transport planners must understand that if the aims of the RTRA are to be realised, they must recognise that the majority of people will be unwilling to give up personal powered transport without greater investment in the public transport infrastructure. The only personal transport option currently being promoted is the bicycle, but only the most committed cyclist would be willing to cycle more than 3-5 miles to work on a daily basis, especially when most businesses make inadequate provision for cyclists in the work place.
The majority of vehicle users want to ensure they are able to preserve their freedom of movement and continue to be able to have the transport flexibility that many of them need, including the provision to carry a reasonable amount of personal cargo. The only alternative personal transport which offers such complete door-to-door flexibility is the motorcycle.
Motorcycles provide a convenient, economical and environmentally friendly form of personal powered transport, providing the ideal 'half way house' between the present traffic chaos and the transportation vision of the future.
Time Saving.
A motorcycle takes approximately 16 - 46% less time to cover the same trip through traffic congestion as a car. Even on longer trips a motorcycle can provide significant time savings for commuters. A medium capacity motorcycle is capable of undertaking long distance commuting, maintaining traffic speeds on main roads and motorways while being less affected by traffic congestion at peak times. Given that stretches of main road and motorway have either reached or are fast approaching gridlock during peak commuter periods, an increase in motorcycle use can assist in reducing traffic levels without having to resort to environmentally damaging road building/improvement schemes. Motorcycles can in most cases easily extricate themselves from congested areas and in the event of breakdown they can be easily moved out of the traffic flow, further reducing incidents of congestion.
Clean and User friendly.
Modern commuter motorcycles are reliable, well engineered, clean and user friendly. Many models also provide a high degree of weather protection. Advances in clothing technology means that protective clothing is now available that is both easy to wear and offers a high degree of protection against the elements and the possibility of injury.
Fewer Emissions.
A report of the Motor Vehicle Emissions Group of the European Commission states that Motorcycles have a share of 14.6% of all powered vehicles in the EU. However, they produce less than 3.8% of the CO, less than 1.1% of the CO 2 and less than 3.8% of the NOx of the total output of air-pollution. Motorcycles are more fuel-efficient than cars, whilst even high performance sports bikes have comparable fuel consumption. Emissions are further reduced because motorcycles are not forced to remain stationary, with an idling engine, in congested traffic. Continuing developments in motorcycle engine technology and fuel efficiency are likely to improve motorcycle fuel consumption further still.
Less Damage to the Roads.
Increased use of cars and public transport will require costly investment in infrastructure. Motorcycles cause a fraction of the damage to roads compared to other motorised transport, and thus are responsible for only a tiny percentage of the maintenance costs. Increased motorcycle use would require few changes to the current roads infrastructure. Land given over to car parking space can be used more efficiently and there will be less need for road widening as motorcycles take up a fraction of the space that a car needs.
Space Saving.
Motorcycles occupy far less space on the road and three or more motorcycles can be parked in a single car parking space. A Vienna City Council investigation in 1985 found that every day 1.5 million km are driven just to find parking places for cars, and that in 1992 in one day 180,000 litres of fuel are used in this way in the same city. Similarly a Viennese University found that Austrian congestion costs 6.75 billion ECU per year.
Economical.
Motorcycles play an essential role as the most practical means of personal transportation for those who cannot afford a car. eg: for the young. Mopeds and other small commuter machines can return up 100 or more miles per gallon. Motorcycles consume between 55% and 81% less fuel than cars on the same journey and they require far less use of resources to manufacture (1/7th). Once a motorcycle has reached the end of its useful life many components are recycled and reused on other machines.
Improving Safety.
The causes of motorcycle user casualties must be better understood. Motorcycle accident rates are comparable with pedal cycles and are improving faster than for any other mode of transport. (a reduction of over 65% compared to 1985 rates - DoT) They also present less of a threat to most other road users than other powered transport. The major cause of all road accidents (over 60%,) is bad car driving. (Booth, IMC 1989). Increases in use will not lead to more accidents. Between 1993 and 1996, motorcycle traffic increased by nearly 2% and accidents fell by just over 8%.
The Missing Element in Alternative Transport Strategies.
Many people -- especially those who live in rural areas -- will always require personal powered Transport. Motorcycles are ideally placed to be part of an integrated transport strategy, providing an ideal transport solution for many who live too far from work to cycle in a reasonable time frame and who have little or no access to the current, poorly funded, public transport arrangements. They provide the viable alternative that many will need if they are make the successful transition away from motor car use. There are very good reasons why motorcycles should be included in an integrated urban transport policy - and no compelling reasons why they should not. Urban planners and environmentalists must give them serious consideration in their future thinking.
Transport Planning and Policy & the RTRA.
The practice of ignoring the contribution that motorcycles can make to overall transport problems should cease. Positive references to motorcycles should be made in all relevant road transport documents from local town plans through to the EU's Common Transport Policy. This should also include DETR advice and guidance from professional bodies. Positive references should be made in the finalised RTRA Guidance for local authorities.
Roads Infrastructure.
Motorcycles by their very nature cause less damage to the roads infrastructure. A relative increase in the proportion of motorcycles on the road would contribute to reduced maintenance costs. Motorcycles and cycles are particularly vulnerable to damaged roads. Potholes and ruts caused by heavy traffic can upset handling and lead to accidents. Gravel, diesel spillage and other debris also represent severe hazards. More efficient measures should be introduced for dealing with the problems outlined. If road surfaces were improved, drivers of all classes would be able to give more of their attention to other hazards.
Fiscal Measures.
The advantages of motorcycle use present a clear case for exemption from charges for using road space. This argument is further supported once the need to reduce car use is considered. Drivers will need incentives to switch to other vehicle modes. Once road-pricing schemes have been established concessions for motorcycle use will provide such encouragement. Local authorities should be encouraged to waive parking charges for motorcycles as a further incentive to encourage commuter motorcycling. At the same time, a levy in the form of an urban 'parking tax' should focus on car drivers and the moneys raised used to fund road infrastructure repairs.
Motorcycles in Bus Lanes.
Taxi and bus lanes should be immediately opened to use by motorcycles. This is already allowed in Sweden Barcelona, Rome, Bristol, Bath, Hull, Colchester and Reading in the UK. The Bristol scheme was introduced in 1995. It contributed to improved freedom of movement for motorcyclists and was not found to be detrimental to motorcycle safety.
Advanced Stop Lines.
The introduction of cyclists Advanced Stop Lines (ASL) in recent years, gives cycle users an important safety advantage at traffic light controlled junctions, allowing them to position themselves ahead of cars. This provision should be extended to include motorcycle users as well. The viability of this proposal has been demonstrated in Japan, Netherlands, Belgium and France. The road safety benefits apply equally to cycles and motorcycles. Claims that motorcycles sharing ASLs with cycles while stationary would endanger cyclists are unfounded.
Motorcycle Parking.
The number of secure motorcycle parking spaces must be dramatically increased. They already exist in forward-thinking towns and cities in the UK and abroad. In Milan and Rome special lockers allow helmets and other equipment be stored. The lack of dedicated motorcycle parking is a clear discouragement to motorcycle use. Commuters will continue to find car use the easier option. Dedicated motorcycle parking bays, making more efficient use of existing car parking space will address this problem. There should be minimum standards set for the number and design of public motorcycle parking spaces.
Access To Restricted Areas.
Local planners are restricting large parts of urban centres to only public transport, cycles and taxis. Many of these should continue to allow motorcycle access with appropriate safeguards. This would further encourage commuter motorcycling. This initiative has already been introduced elsewhere. In Rome, motorcycles are allowed to enter the historic city centre, where car traffic is limited to residents. In Barcelona, motorcycles are allowed access to the city centre, along with public transport and taxis.
Greening Businesses.
Businesses are beginning to encourage their employees to cycle to work by providing parking and changing facilities. This initiative should be extended to cover locker facilities for employees to store motorcycle helmets and protective clothing. Incentives should also be considered to encourage employers to provide secure motorcycle parking at the workplace. Where such schemes operate, interest-free loans should be granted to employees who wish to purchase motorcycles or cycles for business purposes, as is current practice in some local authorities. Employers should also be provided with incentives to encourage the use of company motorcycles instead of company cars. This would be financially advantageous to business, as decreased company vehicle running costs and more efficient transport arrangements for employees lead to increased business.
MAG UK© October 2001 All rights reserved.
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