NOTTINGHAM MOTORCYCLE ACTION GROUP
PROPOSED PLAN FOR
FULLY INTEGRATING
THE POWERED TWO WHEELER
INTO THE CITY OF NOTTINGHAM's
TRANSPORT POLICY
MAKING THE MOST OF THE POWERED TWO WHEELER
The powered two wheeler (PTW) is a small highly manoeuvrable vehicle, it is fuel
efficient and capable of transporting more people for the same road space and less fuel. This may sound a ridiculous statement to make at first but never the less it is true. The average car carries four people (but more often than not only
one person is carried). The PTW carries two people but only uses a quarter of the road space of the car. Four PTW can carry eight people and a minimum of four in the same amount of road space. The Government's own figures show that the PTW
uses one fifth of the fuel a car uses, therefore the four PTWs use only four fifth of the fuel of the car. The worse scenario is that four PTWs each carrying one rider will use less fuel than one car carrying four people, Only four fifths in
fact. In truth the PTW will do a higher M.P.G in congested areas compared to the car, a car stood in traffic will be doing ZERO M.P.G. Where as the PTW can manoeuvre through the traffic.
The aim of the Integrated Transport Policy is to
reduce the levels of congestion in our towns and cities. The only way to do this is to reduce peoples reliance on the car. Most people will not give up their personal transport as they see it as part of their personal freedom. However it will
be easier to convince them to change to a more environmentally friendly form of personal transport, and this is where the PTW really comes into its own. The PTW can offer a realistic alternative to the car and gives a greater feeling of
freedom. It is cheaper to run and does not contribute to congestion, and requires less space for parking.
The reality is that if we had taken advantage of the PTW thirty years ago we would not be suffering the traffic congestion we are
now suffering. We now need to take the appropriate action to encourage the use of the PTW. This document lays out what is required to encourage the use of the PTW based on the experience and knowledge of the Motorcycle Action Group UK,
Nottingham MAG and the PTW riders of Nottingham. Nottingham MAG have saught the views of PTW riders from around Nottingham and I have enclosed the results of our survey on page 23/28. The survey asked for the views of PTW riders on the
subjects of Road Safety, Parking, Access to Nottingham, The Profile of Motorcycling and how to encourage the use of the motorcycle.
We strongly urge the council to draw on the knowledge and experience that is contained within this
document.
Results of our survey see page 23/28.
ROAD SAFETY
Powered two wheeler riders are well aware of their vulnerability and with a natural instinct for survival are more often than not much more aware of the
road and what is happening around them. It is not surprising then to learn that over 60% of all urban road accidents involving PTW, the PTW rider is the innocent victim. This is an appalling and totally unacceptable state of affairs that must
be radically improved with some urgency.
There are a number of ways to improve road safety for the powered two wheeler rider:
ROAD JUNCTIONS.
The give way type junction encourages drivers to take a quick glance, all to
often this is not enough, and wrong judgements are made resulting in other road users having to take evasive action to avoid an accident, Unfortunately accidents can't always be avoided. Cycles and PTWs are not seen when drivers only take a
quick glance. Given the vulnerability of cyclists and PTW riders they all to often suffer injuries, all because of the careless and impatient actions that the give way junction encourages. Replacing give way junctions with the stop type
junction where motorists are required to stop at the junction would encourage them to take a look at the traffic situation and give them time to see all the traffic using the road that they are about to enter. The stop junction would be most
effective in urban areas where traffic is the heaviest. Thus improving road safety.
TRAFFIC SEGREGATION.
Although it is neither practical nor possible to divide our road to give a separate area for each type of vehicle, it is
however possible to remove PTWs from the heaviest traffic by allowing them to use bus lanes where possible. By reducing the time that PTWs are subject to the actions of other road users would greatly reduce the likelihood of conflict. There is
the advantage of making the PTW more visible to other road users i.e. pedestrians (there are other benefits see page). Thus improving road
safety.
ROAD MARKINGS AND MANHOLE COVERS.
Road markings and worn manhole covers present a real danger of slipping to PTWs especially in wet conditions. We recognise that the expense of renewing all road markings and manhole
covers with anti-slip materials would be impossible in the short term. However anti-slip materials should be used when renewing and in any further construction.
ROAD FURNITURE.
In the unfortunate event of an accident badly
sited road furniture can and do cause injury to PTW riders. As with road markings and manhole covers the enormity and expense of resiting existing road furniture makes it impossible to make improvements in the short term. However careful
consideration should be given to the design and siting when renewal work is undertaken and in any further construction.
TRAFFIC CALMING.
There are a large number of different kinds of traffic calming systems in use on our
roads. We recognise the value of these measures in reducing both serious and fatal injuries, Although some designs of road humps present a serious danger to PTW riders. If road humps are to be used serious consideration to the safety of PTWs
must be given. Whereas road humps are effective in slowing traffic it should be taken into consideration that many of the designs of road humps are dangerous to the PTW riders. The Department of Transport figures show that PTWs are more likely
to comply with urban speed limits than cars. 1995 figures show that the average speed of PTWs in urban areas was 30 mph, whereas the average for cars was 33 mph. 48% of PTWs complied with 30 mph limits as opposed to 28 % of cars. This does not
mean that PTW riders can avoid their responsibilities on the overall speeding issue, but given that a massive 72 percent of cars are driven over the 30-mph limit, worries about speeding PTWs should be put into context. It is important to
safeguard the safety of all road users, and not sacrifice the safety of one for another.
Road surfaces.
With the high number of vehicles that use the road the road surfaces are deteriorating in a very short space of time.
Given the enormous expense of road repairs the reduction in the volume of traffic using our roads would have financial benefits in the long term. However this would require an initial investment in alternatives to the car. We believe that the
PTW would be a sound investment given the advantages it offers. A reduction in the amount of traffic on our roads would prolong the life of the road surface giving a real saving on road maintenance and a return on the investment. The money
saved could be used to pay for a regular inspection of our roads, leading to better road surfaces and improved road safety. This would result in savings in time, resources and money for the Police, Ambulance Service, NHS, Fire Service and
Business. With fewer repairs needed the Highways department would be able to deal with cleaning up things like diesel spills, oil contamination at junctions and rubbish that makes the city look so untidy.
Education and Training.
Education should be an ongoing thing by all the relevant authorities and should be lead by the Government. However actively promoting training initiatives like R.O.S.P.A., the I.A.M. and BIKESAFE 2000 should have a positive affect on road
safety.
How Can Nottingham MAG Help.
The Nottingham Motorcycle Action Group is a local branch of the Motorcycle Action group UK. The sole aim of the Motorcycle Action Group is to promote and represent the interests the PTW
rider, and will actively support any initiative that benefits the rights and interests of the PTW rider. We have included a number of promotional illustrations, four of which have already proven to be effective in helping to bring about a
peaceful and democratic solution to the village of Gunthorpe in 1997. The officials of the Motorcycle Action Group are always ready to help and assist, whether it be at local, regional or national level. Contacts are
included at the back of this document please do not hesitate to use them.
SECURE PARKING
One of the reasons that people do not use PTWs for commuting to the city is that the risk of theft is high as at the moment
secure parking is very limited. Therefore we need to provide secure parking not only in car parks but all around the city. Provision of roadside secure parking would encourage people to use PTWs for the quick trip into the city. The
convenience and ease that would come about from easier access to the city and the convenience of secure parking throughout the city would mean a big saving in time and money to people as well as benefiting the city of Nottingham. This would
present a big incentive for more people to use PTWs instead of the car.
A list of possible parking areas can be found on page 23 of this document, these areas have been suggested in the survey by the PTW riders of Nottingham. When
selecting a site for a secure parking area we must take in to consideration that to make the sites most effective they should be in a position of high visibility have little or no adverse affect to other road users including pedestrians. Yet
they need to be in a convenient position to give access to the city to play a part in getting people out of their cars on to PTWs.
We appreciate that the provision of secure parking is going to require a capital investment, but the
prevention of one theft would justify the investment, with the savings to the Police force, Courts and Prison service would more than repay the investment. There is a range of ways that secure parking can be provided, and there are a number of
ideas suggested in our survey on page 24 of this document.
In areas like car parks in addition to secure parking lockers could be provided, giving people somewhere to leave helmets and protective clothing, these could be the pay-to-use
type. With the high standard of protective clothing available the provision of lockers would be a definite incentive for the use of PTWs to a wider range of people.
The future is not looking to good with an increase of 1% in traffic
expected this year things are only going to get worse. That is why we have to take full advantage of alternatives to the car, and that is where the biggest problem will be encountered. People have come to rely on there own personal transport
and won't be willing to give up the freedom that affords them. We need to give them a viable alternative and that is where the motorcycle will play the crucial role. To make the transition more acceptable we need to make it more attractive.
The quality of public transport varies throughout the country and although we have a very good public transport structure in Nottingham it will never be able to meet the needs of everybody and be financially viable.
Whether we like it
or not we need the benefits the motorcycle has to offer otherwise our city and lives will deteriorate, to take advantage of those benefits we must offer incentives and we believe the measures laid out in this document will enable us to take
full advantage of those benefits.
The following is an extract relating to Powered Two Wheelers taken from the Welsh Office Draft Guidance on Local Transport Plans in Wales.
POWERED TWO WHEELERS (PTWS)
58. Mopeds and motorcycles can provide an alternative means of transport for many trips where
public transport is limited and walking unrealistic. Local authorities should take account of the
contribution some powered two wheelers can
make in I delivering integrated transport policies. Mopeds and small motorcycles may produce benefits if they substitute for car use, but not if people switch from walking, cycling or public transport. In considering their strategy for the use
of powered two wheelers, authorities may obtain guidance from the Motorcycle
Industry Association (MCI) and the Motorcycle Action Group (MAG). The MCI recent publication Powered Two Wheelers: The Smart Choice contains advice and guidance.
59. Local authorities need to ensure that they do not improve the safety or conditions of one form of transport by making conditions worse for others, particularly those which may be more sustainable.
60. Pilot projects have
been conducted in Bristol and Reading on the use of bus lanes by powered two wheelers. But there was no monitoring of the situation before implementation and there are unanswered questions about their impact. We would, therefore, welcome
proposals from local authorities interested in conducting properly monitored pilot studies of the use of bus lanes by motorcycles to help inform decisions on whether there is a case for motorcyclists to be allowed to use bus lanes.
61. Another key factor for encouraging the use of powered two wheelers for commuting journeys is the provision of safe parking facilities. Experience indicates that private sponsorship of the
fixtures for parking may be possible, so reducing the direct cost to the authority.
62. Authorities will be aware that the safety of bicycles and powered two wheelers can be effected both by the condition of the
carriageway and the positioning of signing on roads. These factors should be reviewed in considering measures to encourage the use of cycles
and powered two wheelers.
Motorcycles and Bus Lanes. Should This Idea Be Supported?
In the early 90s the Motorcycle Action Group and other motorcycle organisations mooted the idea of motorcycle access to bus lanes in the County of Avon. The idea was approved as part of the strategy of the Avon Motorcycle Forum and
gained the support of local councillors and highway engineers.
This led, in June 95, to the introduction of a six-month experimental scheme in Bristol. The scheme was granted permanent status at the end of the experimental period,
during which, no accidents or adverse road safety effects had been observed. There are no current plans to review the scheme.
Concerns have been raised about further plans for motorcycle access to urban bus lanes. MAG contends that
these concerns can be resolved by dialogue between interested groups. MAG is concerned that arguments against motorcycles in bus lanes appear to be based more on poorly informed conservative reactions than on any firm evidence. Indeed,
articles that have appeared on the issue from some quarters are often badly researched and contain an alarmist element that is entirely unacceptable in the context of rational debate.
Support and opposition to bikes in bus lanes generally comes from three main sources:
Highways officers (engineers or road safety staff) working for the local authority. Local police force traffic management officers. Other bus-lane
users or would-be users (cyclists, pedestrians, taxi or bus companies).
However, MAG has found that any or all of them can be very supportive, either from the
start or after dialogue. This is because concerns about
motorcycle use can be addressed, simply by the interested parties entering into discussions with an open mind.
Some of the objections that have been raised are outlined below.
The Department of Transport won't allow it
.
The Department of Transport guidance referred to was issued some years ago. Although it does advise motorcycles should not normally be among those vehicles permitted, it also says that local authorities are able to allow any type
of vehicle. This point was confirmed by John Bowis the Minister for Road Safety in the last government. In a letter to Sir David Knox MP, dated 6th November 1996 he said:
'Local authorities already have the power in law to introduce bus
lanes, and allow them to be used in addition by other types of traffic. They must use their judgement of local circumstances as to what is appropriate in a given situation.'
There's no suitable road sign in the. official traffic signs manual
The Department of Transport gave its backing to the original experiment in Bristol and approved a revised version of the standard road signs used to advise which
vehicles may use a bus lane.
Motorcycles are dangerous, we don't want to encourage them
The common assumption is that because motorcycle users, pedestrians and cyclists are vulnerable, they - and not the vehicles that hit
them - are dangerous. The perversity of this argument is that most motorcycle user casualties arise from collisions with other vehicles, usually cars, in built-up areas, where the motorcycle has right-of way and is travelling below the speed
limit. Allowing motorcycles to travel independently of these other vehicles helps reduce potential conflicts.
Pedestrians would be put in danger.
Allowing motorcycles to travel outside the main traffic stream would make
them more visible to people crossing the road. This is more likely to improve pedestrian safety.
Cyclists would be put in danger.
Pedal cycles and motorcycles are both narrow and manoeuvrable, their riders share a common
understanding of the need to give each other room. Added to this, being overtaken by a motorcycle is less hazardous than is the case with buses, taxis, etc.
Bus schedules will be disrupted.
Given the manoeuvrability and
space efficiency of motorcycles, adverse effects should not be experienced, indeed motorcycles in bus lanes are not adding to congestion elsewhere on bus routes.
Enforcement will be more difficult
Seeing motorcycles in bus
lanes does not encourage drivers of other vehicle types, eg: cars and goods vehicles to invade the bus lanes. Road signs used to designate bus lanes clearly identify which vehicles are permitted.
Motorcycles break speed limits,
allowing them to use bus lanes would encourage this.
A lot has been made about the problems of speeding motorcyclists, with some commentators painting a picture of out of control motorcyclists creating urban chaos. The reality is
somewhat different.
Motorcyclists are all too often on the receiving end of the results of bad driving (Over 60 % of urban motorcycle accidents are caused by other road users). Because of this, motorcyclists have a keen sense of
self-preservation. This is supported by novice motorcycle training that is of a higher standard than that of most other road users. Riders are aware that a rogue car or erratically ridden cycle could pull into their path at any time and,
in the main, ride defensively and at a sensible speed.
The speed of commuter traffic tends to be self-regulating, with the speed of all bus lane users further regulated by the speed of the buses that use them.
Department of
Transport figures show that motorcycles are more likely to comply with urban speed limits than cars. 1995 figures show that the average speed of motorcycles in urban areas was 30 mph, whereas the average for cars was 33 mph. 48% of motorcycles
complied with 30 mph limits as opposed to 28 % of cars. This does not mean that motorcyclists can avoid their responsibilities on the overall speeding issue, but given that a massive 72 percent of cars are driven over the 30 mph limit, worries
about speeding motorcyclists should be put in context with the overall picture before alarmists views are propagated.
Problems with speeding motorists of all classes should be solved by a combination of education and more effective
enforcement measures.
Further information on motorcycles in bus lanes can be obtained from: MAG UK, PO Box 750, Kings Norton, Birmingham, B30 3BA.
Phone: 0121 459 5860. Fax: 0121 628 1992. Email: [email protected].
Motorcycles.
The Road to Beat Traffic Jams and Pollution -- A Submission by
The Motorcycle Action Group.
MAG UK was formed in 1973 to lobby against legislation that adversely affects UK motorcyclists.
The organization has since broadened the scope of its activities and as Britain's leading motorcycling organization, now addresses all issues that affect the country's million motorcycle license holders.
Britain's towns and cities are
gradually grinding to a halt under the weight of massive traffic congestion and increasing levels of pollution. The encouragement of alternative transport options such as public transport, cycling and walking needs to be a priority of both
central and local government. However, walking and cycling are options which are likely to only be taken up in large numbers by those who live within five miles of their destination. Serious underfunding of public transport means that large
numbers of people who live outside of major urban areas have little if any access to buses and trains. Even in suburban areas, it is unlikely that the current public transport infrastructure could cope with a sharp increase in demand. Many
people will continue to need the flexibility which personal powered transport allows. These considerations have meant that campaigns to get people to switch from car use often meet a lukewarm response.
There is however, one further form of transport which:
Provides significant environmental advantages over car use.
Addresses the transportation problems outlined above.
Can play a positive role, along with the encouragement of cycling, walking
and public transport in developing an integrated transport strategy for the future.
The motorcycle.
The motorcycle remains a largely
misunderstood mode of transport. Its use has been for far too long shrouded in clouds of misconception about both their nature and the people who ride them. Technological developments means that modern commuter 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 serious alternative to four wheeled personal powered transport.
Commuters seeking an
alternative to spending perhaps several hours a day stuck in traffic jams have realized these benefits and are now switching to this transport mode in large numbers.
MAG supports the growing number of initiatives that are designed to
shift the emphasis away from the use of cars and onto alternative forms of transport. However, MAG remains concerned that the benefits of motorcycle use remain largely ignored. MAG seeks to highlight these benefits and calls for motorcycling
to be included as part of an integrated transport strategy which is sustainable into the next century.
The encouragement of cycling, walking and public transport is an essential short and long term aim, but MAG feels that transport
planners should recognize that the majority of people will be unwilling to give up personal powered transport without a greater investment in the public transport infrastructure. Added to this, 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. MAG supports any initiatives that will help to solve this problem. Motorcycles provide a
convenient, economical and environmentally friendly form of personal powered transport, which
provides the ideal 'half way house' between the present traffic chaos and the transportation vision of the future, whilst at the same
time preserving freedom of movement and flexibility for the user.
Further advantages of motorcycle use are outlined below.
Time Saving
A motorcycle takes approximately 16 to 46% less time to cover the same urban
trip as a car (due to congestion)
17 out of 20 car rides in cities are made with only one occupant (European Commission)
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, but 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.
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.
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 private economical means of transportation for those who cannot afford a car. e.g.: for the
young.
Motorcycles consume between 55% and 81% less fuel than cars on the same journey and they require far less use of resources to manufacture.
Improving Safety.
Motorcycle casualties are commonly exaggerated,
and the causes of casualties must be better understood. Their accident rates are comparable with pedal cycles and are improving faster than for any other mode of transport. (reduction by over 60 per cent 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 still bad car driving.
The Missing Element in Alternative Transport Strategies.
Many
people -- especially those who live in rural areas -- will continue to require personal powered transport, motorcycles are ideally placed to be part of an integrated transport strategy.
Motorcycles provide the ideal transport solution
for those 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 'half way house' which many will need if they are make the
successful transition away from motor car use.
Traffic Administration Measures for Motorcycles.
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 (CTP). Some minor low-cost improvements in infrastructure will help encourage safe use of PTW. Taxi and bus lanes can be immediately opened to the use of motorcycles. This is already allowed in Barcelona, Rome,
Bristol (UK), Reading (UK) and in Sweden. In Japan, Netherlands, Belgium and France, advanced stop lines at relatively large intersections have been introduced with the front line for bicycles and motorcycles and the rear one for other
vehicles. Similar facilities exist across Britain. These should be made available to motorcycles. Motorcycles should be exempt from parking fees. •Inner city secure motorcycle parking areas should be increased in number. They already exist in
numerous towns and cities in the UK, Rome (where 3000 new places have recently been installed), Milan and Barcelona. Many of these have, or will have soon, anti-theft provision (i.e.: strong bars to which machines can be locked). In Milan
special lockers exist in which helmets can be locked, which are also planned in Rome. Motorcycles should be allowed access where cars are forbidden. In Rome, motorcycles are allowed to enter the historic city centre, where car traffic is
limited to residents. In Barcelona, all motorcycles are allowed access to the city centre with public transport and taxis. A number of European cities operate a ban on all cars when ozone levels rise. However motorcycles are not included in
the ban, in recognition that they are part of the solution. The example of cities such as Florence has shown this to be the correct way to deal with the problems of urban transport emissions. Motorcycles and bicycles should be exempt from all
purchase, possession and use taxes in line with the opinion of the European Parliament (document A3-0150/92). Motorcycles should be exempted from the provisions of the Road Traffic Reduction Act and regarded as a favoured mode of transport.
Helmets and other equipment worn often for safety reasons should be subject to a nil VAT rate.
For further information contact: Motorcycle Action Group, PO Box 750, Kings Norton,
Birmingham, B30 3BA, 0121 459 5860.
(Carey-Clinch and Brown, 1997)
The following survey results have been gathered from the PTW riders of Nottingham. The survey includes the views of Ten Nottingham motorcycle clubs
Nottingham Motorcycling Survey
Nottingham City council has requested Nottingham M.A.G.s assistance in obtaining the opinions of Motorcyclists in order to produce the Cities transport policy document. So here it is, your chance to have your say. Please don't blow it
as it will be five years before we get another chance
Parking
1. Would you like to see more motorcycle parking:-
On street (tick) [ 100% ]
Off street (tick) [ 79%]
On paved pedestrian areas (tick) [ 60% ]
2. If you would like to see more on street motorcycle parking, where?
Mount st. / Sneinton Market / Lower Parliament st. / Hockley / Paved area at the Salutation Inn / Trinity SQ /
Market SQ / City Center/ Blue Coat St./ side of Police station/ side of Old Evening Post building/ Train station/ Within walking distance of the city centre
3. If you would like to see more off street motorcycle parking, where?
Multi-story car parks / All car parks/ at Park and Ride stations
4. How much would you be prepared to pay for parking.
From 5p to œ1 /hour œ From œ1 to œ5 /day Free Parking 4
As cheap as possible to encourage PTW use. No security free parking
5. What kind of security would you prefer.
None (tick) [ 0% ]
Hitch rails (tick) [ 53%]
Ground anchors (tick) [ 96%]
Security camera's (tick) [ 84% ]
Other.
Caged areas / patroles of parking areas / Restricted entery (to small to get a van in)
6. What other facilities would you like to see in off street parking.
Weather protection (tick) [ 68% ]
Lockers (tick) [ 61% ]
Other.
24 hr Access to Nottingham
7. How would you like access to Nottingham improved for motorcycles.
It's ok as it is (tick) [ 0% ]
Give motorcycles access to bus lanes (tick) [ 100% ]
Have multiple occupancy/motorcycle lanes (tick) [ 44% ]
Other. Areas only accesable by motorcycles
Road Safety
8. Do you think opening bus lanes to motorcycles will improve road safety.
Yes (tick) [ 92% ]
No (tick) [ 8% ]
9. How do you think road junctions can be made safer.
There safe as they are (tick) [ 9%]
Replace give way with stop junctions (tick) [ 60%]
25
Other. Better lighting/ stop parking close to junctions/ make others aware of PTWs
10. In what other way do you think road safety can be improved for motorcyclists
The general condition of the road need upgrading
Replacing road markings with non-slip markings
Replacing man-hole covers with non-slip ones
Re-site of road furniture
Clean up contamination of road suffices quickly i.e. diesel, oil and loss materials spilt ages
Regular inspections of the roads and more affective rectification of defects
Improved law enforcement
Reduce the number of private cars
Education of all road use
Nottingham Council to support calls for improvements to driving test and two year limit for new drivers in line with new PTW riders (see page )
The Profile of Motorcycling
12. How do you think the profile of motorcycling in Nottingham be improved.
There is no problem (tick) [ 0%]
More active participation in events by the Council (tick) [ 64%]
More positive advertising (tick) [ 88% ]
26
Other.
Active promotion of motorcycles.
Active promotion of training schemes
Promote Nottingham as a biker friendly city ( this would increase tourism by motorcyclists to Nottingham )
The Crunch Questions
13. Do you currently commute to work by motorcycle:-
All year round (tick) [ 36%]
When it's nice (tick) [ 20%]
Never (tick) [ 44%]
Other.
14. If you do not commute to work by motorcycle all year round
a. Why not .
Lack of secure parking
Crazy attitude and total disregard for the safety of other road uses by
some car drivers
Have company vehicle
need company van for my work
Poor treatment of countryside roads (ungrited)
b. What would persuade you to commute by motorcycle more often.
Better access into the city use of bus lanes
More convenient secure parking parking
Provision of secure parking
Weather protection for bike in car park
Better street lighting in rural areas
Better treatment of icey and snowy roads
For Further information contact
the Nottingham branch of the Motorcycle Action Group
Rep. Peter Green
19, Cross Drive
Rainworth
Nottinghamshire
NG21 0JU
Phone 01623 407983 Fax 01623 407984
E-mail ether
[email protected]
or
[email protected]
alternately the
Motorcycle Action Group UK
PO box 750
Rugby
CV21 3ZR
Phone: 0870 444 8448
Fax: 0870 444 8449
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