With less than 18 months left of the current UK government, there’s perhaps the faint hint of a band playing ‘Nearer my god to thee’ on the decks of a sinking ocean liner. So praise the UK motorcycle industry and rider’s rights groups for fighting the current regime while they can.
21 June saw the Motorcycle Action Group (MAG), the Motorcycle Industry Association (MCIA) and the National Motorcyclist’s Council (NMC) assemble for a meeting of the Motorcycle Sector Ministerial Roundtable at the Department for Transport in London. The central part of the agenda covered how the government’s decarbonisation strategy will affect motorcycling: and the industry delivered a united message to the DfT decarbonisation minister Jesse Norman. That message covered several areas but was broadly sceptical. MAG is unconvinced by the entire premise, questioning the cost-benefit analysis of ‘net zero’ and the phase-out of liquid fuels altogether. The MCIA and NMC are more measured, accepting the need for motorcycling to play a part in a ‘zero-carbon’ future while questioning the current ‘battery-first’ approach and the time scale. The meeting also saw several leading bike manufacturers’ representatives warn the minister that current proposals risk so-called ‘market withdrawal’. Bluntly, suppose the UK goes it alone, implementing a cliff-edge end to petrol-powered bikes before the EU and other countries and before commercial alternatives are available. In that case, big bike firms will have to pull out of the UK. The British market simply isn’t big enough to justify a bespoke UK-only model range of novel battery-powered, high-output, long-range leisure motorcycles – even if such a range was possible.
The MCIA spelt out the key considerations it deems essential to avoid harm to the sector. Firstly, it says manufacturers recognised their economic and job creation contributions while pointing out their minimal impact on total UK domestic transport emissions (just 0.4% of the total). The phase-out dates for the industry should be proportionate to its emissions, miles travelled, and the urban mobility benefits it provides.
Secondly, the MCIA states that bikes are complex vehicles with unique challenges that require a bespoke approach, similar to aviation and heavy goods vehicles (HGVs). Transitioning to zero emissions presents numerous challenges that need to be addressed comprehensively.
The MCIA’s next concern is over cost and commercial viability. Large-capacity electric-powered two-wheelers (EPTWs) face a significant price point hurdle due to supply chain development, making them commercially unviable for both manufacturers and consumers. And the MCIA suggests all technologies, including electric, should be equally supported, as electric solutions have proven effective for lower-powered L-Category vehicles but not for high-powered ones.
That, in turn, leads to the next point: the need for a technology-neutral approach that considers clean synthetic fuels alongside battery technology and alternative fuels.
Finally, the MCIA outlines the potential market impacts: current government proposals risk major manufacturers reassessing their position in the UK market, particularly if UK phase-out dates don’t align with international manufacturing and regulation developments. Imposing separate regulations could diminish the attractiveness of the UK market due to its smaller size, leading to the prioritisation of larger markets. The industry also requires guarantees from the government on infrastructure and the implementation of policies.
Colin Brown of MAG said, “There was little change from the major manufacturers, who all state that battery electric cannot be the only answer. Recent events in the EU that look set to create a window for synthetic fuels in internal combustion engines are a sensible compromise.
“I was a little disappointed, however, that the manufacturers seem less awake to the fact that the UK’s ZEV mandate for cars and vans has already cut the legs out from beneath any pathway to this technology in the UK. We need not just to secure the change for motorcycles but to revoke the already fixed UK pathway for cars and vans. Without that win in the car and van sector, the commercial viability of a supply network of liquid fuels evaporates. Motorcyclists alone will not be a big enough market to sustain commercial viability.
“Overall, we have made a couple of steps further in our efforts to reverse this policy. The minister has suggested that the conclusion of the consultation will be further delayed into the autumn – Meaning that our window of opportunity remains open. We are far from finished and have many more angles to discuss. The fight is not over.”
However, NMC executive director Craig Carey-Clinch was more hopeful about the minister’s reaction. “This landmark event illustrated the impact that the motorcycle lobby as a whole can make when it acts together. This session was a genuine first in terms of the strength of the argument put forward by riders and industry in what is the key issue of our times. The minister was in listening mode and seemed willing to discuss further the points that were made in the meeting. But with no date yet announced for the government’s policy announcement on motorcycle decarbonisation, there is still much to do to make sure that our messages are fully taken on board. As a result, the willingness of Mr Norman to keep the dialogue open on areas such as eFuels is very welcome.”
MCIA chief executive Tony Campbell commented. “We were grateful for the recognition our sector received for its important role in shaping the future of transportation. The minister showed genuine interest in our concerns and actively participated in the discussion. We look forward to continuing our collaboration with officials to ensure the right decisions are made on phase-out and that the government fully harnesses the potential of our vehicles for the benefit of everyone.”