The massive reduction in fatalities within the UK's two most vulnerable age groups is the key finding of Younger and older road users, published by the IAM as the latest in its series of Motoring Facts 2010/2011.
Fatalities have fallen 33 per cent in the 16-19 year old bracket, 25 per cent for drivers in their 70s, and 22 per cent for drivers aged 80 and over since 2008.
Neil Greig, IAM Director of Policy and Research, said: "While these reductions are really positive, we must continue to support these drivers, who are among the most vulnerable on our roads. The fatality rate continues to be highest for 16-19-year olds, followed by the over 80s, but for very different reasons."
"The greatest risk to the oldest age group on the road is as a pedestrian. In comparison, younger people are much more at risk as a driver or as a passenger in a car driven by a young driver. Pedestrian risk increases from two per cent of those injured aged between 20 and 50, to around nine per cent aged 80 and over. The greatest risk to pedestrians is car drivers under 30 who are involved in more than a third of pedestrian fatalities."
During their teens and twenties, the risk of young drivers being killed halves every five years as they gain more driving experience. Mr Greig continued: "This lends weight to the IAM's call for post-test training to be made compulsory in a form similar to that of the system in countries like Austria, where reductions of up to 30 per cent in young male driver fatalities have been achieved. If new drivers can be kept alive during this most dangerous stage of their driving career, the risk of them becoming another killed or seriously injured statistic reduces significantly."
Despite widespread beliefs to the contrary, older drivers are no more likely to be involved in an injury crash than middle aged drivers, and are much less at risk than drivers aged under 30. However, the risk of being killed as a car occupant increases from about 0.6 per cent of those injured aged between 30 and 50, to over three per cent aged 80 and over. This is generally a result of age-related frailty; older people are more likely to be injured in a crash and are less likely to recover. Between 20 and 50 years of age, the rate of deaths declines for all road users except for motorcyclists which remains almost constant over this period.
"Young male drivers continue to be the most high-risk group, and are more than twice as likely to be involved in a fatal or serious injury crash as young female drivers. A renewed focus on young drivers, which provides them with opportunities to gain further experience in a controlled and safe environment is of utmost importance", said Mr Greig.
Thursday, 5 January 2012
Tuesday, 3 January 2012
Vehicles don't lose control; drivers do.
Driver and rider error or reaction are behind the top three causes of fatal and serious crashes, research from the IAM reveals.
Licensed to skill: Contributory factors in accidents, presents the analysis of five years worth of accident data, recorded by the police between 2005 and 2009.
Factors including 'failed to look properly' 'loss of control' and 'poor turn or manoeuvre', accounted for 65.3 per cent of fatal, 61.8 per cent of serious and 68.6 per cent of slight accidents. Injudicious action - illegal or unwise judgements - such as exceeding the speed limit, following too close, or making an illegal turn, was the second biggest factor, accounting for another 31.4 per cent of accidents. Alcohol was a relatively minor factor, listed in only ten per cent of fatal accidents.
Behaviour or inexperience came a close third, being a factor in 28.0 per cent of accidents. In contrast, physical circumstances such as road environment, factors affecting vision, and vehicle defects are listed as issues in very few accidents.
'Travelling too fast for the conditions' accounts for more fatal accidents than 'exceeding speed limit', which represent fourth and fifth places. Driving too fast isn't necessarily just a case of a legal requirement - you could be driving too fast for the conditions, without breaking any official speed limits at all.
IAM chief executive Simon Best said: "What is obvious from the top three rankings is that many accidents could be prevented by drivers simply changing their behaviour, as well as gaining more experience. That so many crashes are caused simply by the driver failing to look is shocking. On the positive side, there is plenty that drivers can do to reduce their risk of being involved in an accident.
"Having a driving licence doesn't necessarily mean that drivers have the skills they need to be safe. Professional drivers, like HGV drivers, participate in continuous professional development, improving their driving skills throughout their careers to reduce their accident rates, insurance costs and to increase their fuel efficiency - why is life-saving training not expected of those who drive for personal reasons?"
"The evidence is there. Accidents could be easily reduced by improving driver skills and lives could be saved - especially those of young drivers. The IAM calls on the government to introduce post-test training, to support young drivers through the most dangerous part of their driving career, and to improve their skills for the rest of their lives."
Top contributory factors were:
1. Driver/rider error or reaction
2. Injudicious action
3. Behaviour or inexperience
4. Road environment
5. Pedestrian only (casualty or uninjured)
6. Impairment or distraction
7. Vision affected
8. Special codes
9. Vehicle defects
Definitioins
IAM is the UK's largest independent road safety charity, dedicated to improving standards and safety in driving, motorcycle riding and cycling. The commercial division of the IAM operates through its occupational driver training company IAM Drive & Survive. The IAM has more than 100,000 members in the UK and Ireland. It is best known for the advanced driving test and the advanced driving, motorcycling and cycling courses. Its policy and research division offers advice and expertise on road safety.
Licensed to skill: Contributory factors in accidents, presents the analysis of five years worth of accident data, recorded by the police between 2005 and 2009.
Factors including 'failed to look properly' 'loss of control' and 'poor turn or manoeuvre', accounted for 65.3 per cent of fatal, 61.8 per cent of serious and 68.6 per cent of slight accidents. Injudicious action - illegal or unwise judgements - such as exceeding the speed limit, following too close, or making an illegal turn, was the second biggest factor, accounting for another 31.4 per cent of accidents. Alcohol was a relatively minor factor, listed in only ten per cent of fatal accidents.
Behaviour or inexperience came a close third, being a factor in 28.0 per cent of accidents. In contrast, physical circumstances such as road environment, factors affecting vision, and vehicle defects are listed as issues in very few accidents.
'Travelling too fast for the conditions' accounts for more fatal accidents than 'exceeding speed limit', which represent fourth and fifth places. Driving too fast isn't necessarily just a case of a legal requirement - you could be driving too fast for the conditions, without breaking any official speed limits at all.
IAM chief executive Simon Best said: "What is obvious from the top three rankings is that many accidents could be prevented by drivers simply changing their behaviour, as well as gaining more experience. That so many crashes are caused simply by the driver failing to look is shocking. On the positive side, there is plenty that drivers can do to reduce their risk of being involved in an accident.
"Having a driving licence doesn't necessarily mean that drivers have the skills they need to be safe. Professional drivers, like HGV drivers, participate in continuous professional development, improving their driving skills throughout their careers to reduce their accident rates, insurance costs and to increase their fuel efficiency - why is life-saving training not expected of those who drive for personal reasons?"
"The evidence is there. Accidents could be easily reduced by improving driver skills and lives could be saved - especially those of young drivers. The IAM calls on the government to introduce post-test training, to support young drivers through the most dangerous part of their driving career, and to improve their skills for the rest of their lives."
Top contributory factors were:
1. Driver/rider error or reaction
2. Injudicious action
3. Behaviour or inexperience
4. Road environment
5. Pedestrian only (casualty or uninjured)
6. Impairment or distraction
7. Vision affected
8. Special codes
9. Vehicle defects
Definitioins
- Fatal injury/casualty = injury causes death within 30 days of the accident.
- Serious injury/casualty = injury does not cause death within 30 days of the accident and either results in the casualty being detained in hospital as an inpatient, or any of the following injuries: fractures, concussion, internal injuries, crushings, severe cuts and lacerations, severe general shock requiring treatment, or any injury which causes death more than 30 days after the accident.
- Slight injury/casualty = injury of a minor character such as a sprain (including whiplash neck injury), bruise or cut which are not judged to be severe, or slight shock requiring roadside attention. Injuries not requiring medical treatment are included.
IAM is the UK's largest independent road safety charity, dedicated to improving standards and safety in driving, motorcycle riding and cycling. The commercial division of the IAM operates through its occupational driver training company IAM Drive & Survive. The IAM has more than 100,000 members in the UK and Ireland. It is best known for the advanced driving test and the advanced driving, motorcycling and cycling courses. Its policy and research division offers advice and expertise on road safety.
Bikes in bus lanes are better - fact
Transport for London’s Motorcycle Policy Unit carried out a study modelling typical powered two wheeler journeys on main routes into London. Published in April 2010 the study suoght to determine whether there are likely to be journey time savings and consequent emission reductions generated by permitting powered two wheelers to use bus lanes. Six routes into Central London where motorcycles are permitted were identified; the Metropolitan Police assigned riders and drivers to survey the routes with one powered two wheeler travelling in bus lanes where available and a powered two wheeler and a car travelling in general traffic lanes. These surveys all started at the same time with one route being surveyed per day. Averages were then taken of all of the journey times by mode and this showed that:
- Powered two wheelers using bus lanes where available took an average of 2 minutes 29 seconds per kilometre;
- Powered two wheelers using only general traffic lanes took an average of 2 minutes 46 seconds per kilometre.
- Cars using only general traffic lanes took an average of 3 minutes 55 seconds per kilometre.
- Powered two wheelers using bus lanes where available emit an average ofbetween 0.5% and 9.0% less Carbon Dioxide than powered two wheelers usinggeneral traffic lanes only;
- Powered two wheelers using bus lanes where available emit an average of between 0.5% and 10.0% less Oxides of Nitrogen than powered two wheelers using general traffic lanes only;
- Powered two wheelers using bus lanes where available consume an average of between 0.4% and 9.0% less fuel than powered two wheelers using general trafficlanes only;
- Powered two wheelers using bus lanes where available emit an average of between 100% and 500% less Carbon Dioxide than petrol cars using general trafficlanes only;
- Powered two wheelers using bus lanes where available emit an average of between 50% and 550% less Oxides of Nitrogen than petrol cars using general traffic lanes only;
- Powered two wheelers using bus lanes where available consume an average of between 100% and 500% less fuel than petrol cars using general traffic lanes only.
Tuesday, 18 October 2011
Road safety: EU road fatalities fall by 11% in 2010
The European Commission has published new statistics showing that EU road fatalities decreased by 11% in 2010 (reports ACEM, the European motorcycle manufacturers' association). However, country by country statistics (see table below), show that the number of deaths still varies greatly across the EU.
Most countries achieved double-digit reductions in the number of road deaths over the past year, the best ones being Luxembourg (33%), Malta (29%) Sweden (26%) and Slovakia (26%). However there is still a lot of work to be done.
Road fatalities by country (per million inhabitants)
Member State / Fatalities by population / Evolution of fatalities
The table shows progress under the 2001–10 road safety action plan, with EU-wide figures and a breakdown per country. It includes the most recent figures for 2010. EU road safety action plan In July 2010 the Commission adopted challenging plans to reduce the number of road deaths on Europe's roads by half in the next 10 years. Initiatives proposed in the "European Road Safety Policy Orientations 2011-2020" range from setting higher standards for vehicle safety, to improving the training of road users, and increasing the enforcement of road rules.
The Commission is working closely with Member States to implement this programme. Road safety action programme 2011–20: The Road Safety action programme sets out a mix of initiatives focussing on making improvements to vehicles, infrastructure and road users' behaviour.
There are seven strategic objectives:
• Improved safety measures for trucks and cars
• Building safer roads
•Developing intelligent vehicles
• Strengthening licensing and training
•Better enforcement
• Targeting injuries
• A new focus on motorcyclists
The European Commission intends to propose the following measures for powered two wheelers:
• to introduce a number of functional vehicle safety measures like e.g. mandatory fitting of Advanced Brake Systems, Automatic Headlamp On and updated anti-tampering measures (so speed contols cannot be removed) for certain categories of PTWs
• to develop technical standards on protective equipment such as clothing, and to study the feasibility of equipping motorcycles with an airbag and/or including the airbag in the protective clothing,
• to extend EU legislation on road worthiness testing/inspections to motorbikes and other powered two wheelers (which does not exist at the moment)
Source: European Commission
Most countries achieved double-digit reductions in the number of road deaths over the past year, the best ones being Luxembourg (33%), Malta (29%) Sweden (26%) and Slovakia (26%). However there is still a lot of work to be done.
Road fatalities by country (per million inhabitants)
Member State / Fatalities by population / Evolution of fatalities
| 2001 | 2010 | 2009 - 2010 | 2001 - 2010 | |
| Latvija | 236 | 97 | -14.00% | -61.00% |
| Lietuva | 202 | 90 | -19.00% | -58.00% |
| Spain | 136 | 54 | -9.00% | -55.00% |
| Sweden | 66 | 28 | -26.00% | -54.00% |
| Luxembourg | 159 | 64 | -33.00% | -54.00% |
| Slovenia | 114 | 53 | -25.00% | -53.00% |
| Ireland | 107 | 45 | -16.00% | -51.00% |
| France | 134 | 62 | -7.00% | -51.00% |
| Slovenia | 140 | 68 | -19.00% | -50.00% |
| Portugal | 163 | 79 | 1.00% | -49.00% |
| Germany | 85 | 45 | -12.00% | -48.00% |
| United Kingdom | 61 | 31 | -18.00% | -47.00% |
| The Netherlands | 62 | 32 | -17.00% | -46.00% |
| Belgium | 145 | 76 | -12.00% | -44.00% |
| Italy | 125 | 66 | -6.00% | -44.00% |
| EU | 112 | 62 | -11.00% | -43.00% |
| Austria | 119 | 66 | -13.00% | -42.00% |
| Estonia | 146 | 88 | 20.00% | -41.00% |
| Hungary | 121 | 74 | -10.00% | -40.00% |
| Czech Republic | 130 | 76 | -11.00% | -40.00% |
| Cyprus | 140 | 75 | -15.00% | -39.00% |
| Denmark | 81 | 48 | -13.00% | -39.00% |
| Finland | 84 | 51 | -1.00% | -36.00% |
| Greece | 172 | 116 | -10.00% | -30.00% |
| Poland | 145 | 102 | -15.00% | -29.00% |
| Bulgaria | 124 | 102 | -14.00% | -23.00% |
| Malta | 41 | 36 | -29.00% | -6.00% |
| Romania | 109 | 111 | -15.00% | -3.00% |
The table shows progress under the 2001–10 road safety action plan, with EU-wide figures and a breakdown per country. It includes the most recent figures for 2010. EU road safety action plan In July 2010 the Commission adopted challenging plans to reduce the number of road deaths on Europe's roads by half in the next 10 years. Initiatives proposed in the "European Road Safety Policy Orientations 2011-2020" range from setting higher standards for vehicle safety, to improving the training of road users, and increasing the enforcement of road rules.
The Commission is working closely with Member States to implement this programme. Road safety action programme 2011–20: The Road Safety action programme sets out a mix of initiatives focussing on making improvements to vehicles, infrastructure and road users' behaviour.
There are seven strategic objectives:
• Improved safety measures for trucks and cars
• Building safer roads
•Developing intelligent vehicles
• Strengthening licensing and training
•Better enforcement
• Targeting injuries
• A new focus on motorcyclists
The European Commission intends to propose the following measures for powered two wheelers:
• to introduce a number of functional vehicle safety measures like e.g. mandatory fitting of Advanced Brake Systems, Automatic Headlamp On and updated anti-tampering measures (so speed contols cannot be removed) for certain categories of PTWs
• to develop technical standards on protective equipment such as clothing, and to study the feasibility of equipping motorcycles with an airbag and/or including the airbag in the protective clothing,
• to extend EU legislation on road worthiness testing/inspections to motorbikes and other powered two wheelers (which does not exist at the moment)
Source: European Commission
Sunday, 2 October 2011
More Powered Two-Wheelers would ease congestion
10% more motorcycles used for commuting equal to 40% less traffic jams, concludes a study conducted by Transport & Mobility Leuven
If 10% of car drivers would give up their car for a motorcycle or a scooter, traffic congestion would be reduced by 40%, according to a study performed in one of Belgium’s most congested routes, typical of Europe's densest urban areas.
As the European Commission is seeking to promote a new culture of mobility aiming at reducing emissions and improving quality of life, part of the solution could come from Powered Two-Wheelers. While the recently published White Paper on Transport struggles to strike a balance between individual needs for mobility and the ambitious targets making transport more efficient, the study finds out that if 25% of all commuting trips were made on a PTW, congestion would be even a bad memory.
The study performed by Transport & Mobility Leuven and the University of Leuven, shows that the inclusion of motorized two-wheelers is definitely the most realistic, feasible and affordable answer to effectively address the problem of congestion and its negative effects on the daily lives of European commuters. Motorcycles and scooters represent a strong untapped potential to improve mobility, promising to deliver results that other options - such as cycling or public transport – most of the time are unable to match.
The investigation commissioned by FEBIAC, the Belgian car, motorcycle and bicycle distributors' association focuses on a case study, conducted on the section Leuven-Brussels on the E40 highway during rush hour, based on the traffic statistics of a regular work day during the month of May 2011. The results showed that "if on this trip and during this peak period, 10% of drivers swap their car against a motorcycle or scooter, this has obvious consequences on the extent of the traffic jam."
By extrapolating these observations to the entire road network, the study makes indicative conclusions: "15,000 hours lost in traffic per day could be avoided in Belgium, equivalent to a total time savings of approximately 350,000 € per day."
Shorter traffic jams that are reabsorbed faster have an environmental advantage too. However, no matter how important the benefits of this modal shift, road safety must be kept in mind. Appropriate motorcycle rider training and a safe behaviour adopted by all road users is a priority to reduce risk. The increased number of motorized two-wheelers on the roads has generated increased attention on the part of motorists accustomed to seeing more bikers, thus being more aware of their presence. This can only promote a greater mutual respect and understanding on the road.
Jacques Compagne, ACEM Secretary General: “The European Mobility Week was a good opportunity to look at solutions for our congestion problems. FEBIAC’s study demonstrates that Powered Two Wheelers are an extraordinary resource for easing jams, making traffic more fluid and generally improving the quality of life in our cities. Policy makers can learn a good deal from this paper.”
The full results of the study are available upon request.
-end-
ACEM, the Motorcycle Industry in Europe, is the professional body representing the interests and combined skills of 13 powered two wheelers (PTWs) manufacturers producing more than 30 brands, and 15 national associations out of 13 European countries, guaranteeing jobs to over 150.000 people. The aggregated turnover of the PTW sector (manufacturing, plus upstream and downstream activities) amounted to Euro 34 billion in 2006. Manufacturers alone account for Euro 7 billion. The members of ACEM account for 90% of the production and up to 80% of the European powered two-wheeler market. ACEM also represents main manufacturers of tricycles and quadricycles.
More information at www.acem.eu
FEBIAC is the Belgian Automobile and Cycle Association. For more than a century FEBIAC has been representing manufacturers and importers of road transport modes (cars, trucks, motorcycle, bicycle) and their suppliers in Belgium, at national, European and international levels. www.febiac.be
If 10% of car drivers would give up their car for a motorcycle or a scooter, traffic congestion would be reduced by 40%, according to a study performed in one of Belgium’s most congested routes, typical of Europe's densest urban areas.
As the European Commission is seeking to promote a new culture of mobility aiming at reducing emissions and improving quality of life, part of the solution could come from Powered Two-Wheelers. While the recently published White Paper on Transport struggles to strike a balance between individual needs for mobility and the ambitious targets making transport more efficient, the study finds out that if 25% of all commuting trips were made on a PTW, congestion would be even a bad memory.
The study performed by Transport & Mobility Leuven and the University of Leuven, shows that the inclusion of motorized two-wheelers is definitely the most realistic, feasible and affordable answer to effectively address the problem of congestion and its negative effects on the daily lives of European commuters. Motorcycles and scooters represent a strong untapped potential to improve mobility, promising to deliver results that other options - such as cycling or public transport – most of the time are unable to match.
The investigation commissioned by FEBIAC, the Belgian car, motorcycle and bicycle distributors' association focuses on a case study, conducted on the section Leuven-Brussels on the E40 highway during rush hour, based on the traffic statistics of a regular work day during the month of May 2011. The results showed that "if on this trip and during this peak period, 10% of drivers swap their car against a motorcycle or scooter, this has obvious consequences on the extent of the traffic jam."
By extrapolating these observations to the entire road network, the study makes indicative conclusions: "15,000 hours lost in traffic per day could be avoided in Belgium, equivalent to a total time savings of approximately 350,000 € per day."
Shorter traffic jams that are reabsorbed faster have an environmental advantage too. However, no matter how important the benefits of this modal shift, road safety must be kept in mind. Appropriate motorcycle rider training and a safe behaviour adopted by all road users is a priority to reduce risk. The increased number of motorized two-wheelers on the roads has generated increased attention on the part of motorists accustomed to seeing more bikers, thus being more aware of their presence. This can only promote a greater mutual respect and understanding on the road.
Jacques Compagne, ACEM Secretary General: “The European Mobility Week was a good opportunity to look at solutions for our congestion problems. FEBIAC’s study demonstrates that Powered Two Wheelers are an extraordinary resource for easing jams, making traffic more fluid and generally improving the quality of life in our cities. Policy makers can learn a good deal from this paper.”
The full results of the study are available upon request.
-end-
ACEM, the Motorcycle Industry in Europe, is the professional body representing the interests and combined skills of 13 powered two wheelers (PTWs) manufacturers producing more than 30 brands, and 15 national associations out of 13 European countries, guaranteeing jobs to over 150.000 people. The aggregated turnover of the PTW sector (manufacturing, plus upstream and downstream activities) amounted to Euro 34 billion in 2006. Manufacturers alone account for Euro 7 billion. The members of ACEM account for 90% of the production and up to 80% of the European powered two-wheeler market. ACEM also represents main manufacturers of tricycles and quadricycles.
More information at www.acem.eu
FEBIAC is the Belgian Automobile and Cycle Association. For more than a century FEBIAC has been representing manufacturers and importers of road transport modes (cars, trucks, motorcycle, bicycle) and their suppliers in Belgium, at national, European and international levels. www.febiac.be
Tuesday, 21 June 2011
Ride to Work Day shows congestion busting benefits of scooters
Escalating fuel prices do not seem to have made British roads any less congested – according to a recent report from satellite navigation experts TomTom, seven of Europe's 20 most congested cities are located in the UK.
As a result scooters are enjoying a resurgence of popularity in Britain, with new registrations up by 16% compared to the same period last year.
In order to demonstrate the benefits of two-wheeled transport, Peugeot Scooters arranged a scooter and 'chauffeur' to collect a local councillor from the market town of Witney and transport him to a meeting in central Oxford, ranked 13th most congested city in Europe. This was one of many such events organised as part of International Ride to Work Day, when motorbike and scooter riders around the world show that life would be better if more people rode motorcycles and scooters every day, with time savings, less congestion and reduced travel costs.
Motorists would normally allow an hour to make the 10 mile journey into Oxford, particularly if they needed to find parking at their destination. The bus journey is scheduled to take 40 minutes, not including waiting times.
"We had a hassle free run into Oxford that lasted less than 25 minutes door-to-door, way quicker than either car or bus, and in plenty of time for the 9.30 start of my conference” says Duncan. “With free all-day motorcycle parking available nearby I can see why people are switching to scooters and motorcycles."
“Leaving Oxford just after 5 o'clock, we encountered stop-start traffic on the A40 on the return trip, but the scooter just glided past all the cars and lorries. It felt perfectly safe” he continues. “Even the heavy rain showers didn't affect us, with the scooter's bodywork deflecting the rain and leaving me almost totally dry. Not only was it much quicker than car or bus, but riding the scooter meant I wasn't stuck in a traffic jam wondering how long I'd be sitting there.”
Thursday, 10 March 2011
End of an affair
Over the past three years sales of new sports motorcycles fell by 40%. Dan Sager, from transport think-tank Two Wheels Better, investigates whether this marks the end of the British love affair with performance super bikes.
Since the first 'superbike' was unveiled a quarter of a century ago, manufacturers have shaved off weight and improved performance so that it's now possible to buy a street legal machine weighing less than 200kg and pumping out nearly 200bhp, complete with ABS and traction control as standard. Kawasaki's latest incarnation of the ZX-10R caused a sensation when it was launched this year, just as the BMW S1000RR did in 2010 and Yamaha's R1 the year before. Sports motorcycles have never looked so exciting, yet registrations of new super-sport machines dropped from 23,403 in 2008 to just 14,256 last year. Of course, this could be a temporary slip caused by the credit crunch and global recession. After all, these bikes are a luxury, not practical every day transport.
However, if that were true, then sales of other 'luxury' styles would have decreased by a similar amount. Yet both the custom and sports-touring sectors fell by 25% - that's a big drop but nowhere near as substantial as the 40% decline in sports bike sales. Total motorcycle registrations (not including mopeds) stood at 115,000 in 2008, but by 2010 the figure was 81,000, a fall of 30% (or 34,000 machines in real terms). If you remove sports bikes from the statistics, the figure is nearer 25% so it's clear the sales of these high performance machines are falling much faster than the rest of the market.
Some people might argue that modern sports motorcycles are simply too powerful for Britain's congested road network, but there is another very telling figure within the statistics that suggests otherwise. So far we have been talking about styles of motorcycle, but, in this case, size matters too. While sales of machines in almost every capacity class have fallen by somewhere in the region of 30% over the past three years, registrations of bikes over 1000cc have dropped by less than 10%. Last year one in five new motorcycles sold in the UK was over 1000cc, which proves that riders are not intimidated by powerful machines. It also shows that customers are not necessarily opting for smaller capacity machines that are cheaper to buy, insure and service.
It may not be the end of an affair, but it's clear that British motorcyclists are gradually losing their passion for sports bikes and although they still like their machines to be big and powerful, they also like them naked!.
Read the full feature in Used Bike Guide April/May 2011
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