Transport for London (TfL) plans to consult on the proposal to allow motorcyclists to use bus lanes on the Transport for London Road Network (TLRN).  But the TLRN comprises only about 5% of the roads in London. London’s Boroughs need to make decisions as to whether to allow motorcycles to use the bus lanes on the road they manage. Read the Mayor's reply to a question about non-TfL roads. As the Mayor makes clear, he has no power to insist on support from local boroughs; it is up to each Borough to decide for itself.

The Councils in the Boroughs of Hackney and Lewisham have both resolved not to allow motorcycles in the bus lanes in the roads that they control.

Deputation to Camden Council 8th Sept 2008

Camden Cycling Campaign is taking a deputation to the full council meeting on 8th September, where we will present a case urging LB Camden not to allow motorcyclists to use the bus lanes on the non-TLRN roads in Camden.

Our Deputation Text

The council meeting coincides with a CCC members meeting, we will cancel the meeting at Primrose Hill. We hope that members will come to the Town Hall to support us. We will move on to a pub after the discussion is over and can discuss urgent agenda items.

Arguments against motorcycles in bus lanes

Direct effects on cycling

• motorcycles are faster and less predictable than buses or taxis (the other legitimate occupants of bus lanes), they can frighten inexperienced cyclists, and seriously intimidate even well-hardened cyclists;
• all cyclists like to use bus lanes as a refuge from other traffic, and indeed many London Cycle Network routes deliberately follow roads with bus lanes in order to reduce cyclists' interaction with general traffic. When planning a cycle route, the presence of a bus lane will usually mean that providing special cycle facilities can be avoided;
• reflecting these concerns, 3500 people signed LCC's petition against allowing motorcycles in bus lanes;
• an increase in motor cycle use is poor compared with use of rail, bus, or cycle when noise and pollution are taken into account.

Environmental effects

P2Ws have direct environmental impacts in the form of pollution and indirect ones via impacts on cyclists and pedestrians.

It is relevant to note that, on average, P2Ws (motor bikes and mopeds) carry one third fewer passengers per kilometre than cars (1.1 against 1.7). See data on vehicle types and passenger numbers.

Comparative figures indicate that P2Ws have about 14% lower CO2 emissions per passenger-mile Vehicle type, load and CO2 emissions but have higher emissions of other pollutants. The main concern relates to hydrocarbon emissions which are on average 5-7 times greater than a car. This pollutant is involved in the formation of ground level ozone which has impacts on human health and is an important greenhouse gas. Data on non-CO2 pollutants.

Safety

P2Ws are about 1.5 times as likely as cars to be involved in collisions which cause injury to cyclists, twice as likely to be involved in causing them serious injuries and about three times as likely to be involved in killing them. Details of CTC calculations on safety of P2Ws

Attitudes towards P2Ws in Bus Lane

An attitudinal survey by Transport for London showed that

• only motorcyclists and car drivers (who are not also bus users)had a majority approving the measure.
• amongst the Vulnerable Road User groups, the main reason for disapproval of the measure was their perception that safety is compromised.Notes on P2Ws in Bus Lanes (TfL March 2008

Studies

Cyclist Touring Club (CTC) have some web pages at Motorcycles in Bus Lanes. Their most useful document is their BRIEFING ON POWERED TWO WHEELERS (PTWs). This includes the research for our above comments on pollution and safety. It also deals with noise.

Transport for London carried out trials in 2004 on Finchley Road and A23 and A13 for 18 months. This use of bus lanes by motorcycles was then made permanent. Reports on the trials in 2004 and 2006 show no significant safety benefit. A TfL report released in April 2008 shows that any safety benefit to motor cyclists is outweighed by increased risk to cyclists and pedestrians but the figures are statistically insignificant. P2Ws in Bus Lanes (TfL March 2008)

New study (August 22 2008) by TRL: CCC Summary of Impacts of motorcycles in Westminster bus lanes.The executive summary and full report can be found at.

The Department for Transport (DfT) have a congestion study at: Motorcycles and Congestion: The Effect of Modal Split. It deals with motor cyces in Bus Lanes.

DfT TAL 2/07 The Use of Bus Lanes by Motorcycles.

The Government's Motorcycling Strategy (5 documents).

IHIE Guidelines for Motorcycling Institute of Highway Engineers - Motorcycling and Institute of Highway Engineers - Motorcycling.

Institute of Highway Engineers Cycle Audit and Cycle Review.

London Cycling Campaign's page on the campaign.

Counter arguments to those used by motorcycle lobby

Congestion

A motorbike may be a able to weave through traffic jams, but at junctions, motorbikes take up roughly the same amount of space as cars, and carry fewer occupants on average. See the Government's Motorcycling strategy.

Reduction of motorcycle casualties

• No significant improvement was seen during TfL's trials, whereas there was a (albeit statistically insignificant) worsening in pedestrians and cyclist casualties. It seems irrational to trade one against the other;
• An analysis of motorcyclist casualties shows that a high proportion occur on rural roads where bus lanes are not an issue;
• It is possible that motorcyclists would use the bus lanes to go faster which would negate any supposed safety benefits and add to the risk for pedestrians and cyclists;
• It is likely that access to bus lanes might increase P2W use, which could lead to a worsening of pedestrian and cyclist safety.

Extracts from TfL Report