Acem Report

The Motorcycle Industry in Europe
A C E M R e p o r t
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A C E M R e p o r t
Table of Content
ACEM IN BRIEF.................................................................................................................................................................................. 5
The ACEM Members ............................................................................................................................................ 5
Manufacturers.......................................................................................................................................................... 5
National Associations .......................................................................................................................................... 5
Foreword by Stefan Pierer, ACEM President ............................................................................................................... 6
The Powered Two-Wheeler sector: looking beyond the crisis.................................................. 6
Introduction by Jacques Compagne, ACEM Secretary General ................................................................... 7
Rising up together to a challenging agenda ....................................................................................... 7
Who we are ........................................................................................................................................................................................ 8
Our Mission .............................................................................................................................................................. 8
The Industry philosophy: responsible commitment...................................................................... 9
The Motorcycle Industry’s Policy Agenda ..................................................................................................................13
MOBILITY ..............................................................................................................................................................................13
The Quality of our Lives Depends on Mobility ................................................................................14
Urban Mobility .....................................................................................................................................................15
Leisure, Tourism and Sport ...........................................................................................................................18
ROAD SAFETY ..................................................................................................................................................................21
The Industry Strategy......................................................................................................................................21
Improve the knowledge ...............................................................................................................................21
The Vehicle ............................................................................................................................................................21
Braking ....................................................................................................................................................................23
ACEM’s Brake Commitment – A pledge for road safety ...........................................................23
Lighting and conspicuity.............................................................................................................................23
Tampering .............................................................................................................................................................24
Licensing ................................................................................................................................................................24
The Infrastructure .............................................................................................................................................25
ENVIRONMENT ................................................................................................................................................................27
Achieved progress ...........................................................................................................................................27
PTWs are penalised by regulatory delays ..........................................................................................28
ACEM proactive proposals ..........................................................................................................................29
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Motorcycle emissions ....................................................................................................................................30
CO2 ............................................................................................................................................................................30
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Noise .........................................................................................................................................................................31
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Periodic Inspection ..........................................................................................................................................31
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ECONOMY AND COMPETITION ............................................................................................................................33
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The PTW Sector at a Glance ......................................................................................................................33
Internal Market...................................................................................................................................................34
The increasing Competition in the PTW sector ..............................................34
Main Market Trends ........................................................................................................................................36
2009: the impact of the crisis ...................................................................................................................37
The Vertical Agreements Block Exemption Regulation ...........................................................38
Internal Market and Fair Competition - Evidence of unfair practices .............................38
International Trade..........................................................................................................................................39
Exports....................................................................................................................................................................40
Imports...................................................................................................................................................................40
Trade Balance .....................................................................................................................................................41
Competitiveness through Access to Extra-EU Markets ...........................................................41
Highway Bans .......................................................................................................................41
Tariffs and Taxes ...................................................................................................................41
High Potential of PTW Exports ...................................................................................42
HOW DOES ACEM WORK?......................................................................................................................................................43
ACEM Organisational Chart: ..........................................................................................................................................43
The Activity of ACEM’s Committees .........................................................................................................................44
A presentation by ACEM’s Coordinating Committee Chairman.................................................44
Integrated Transport Policy Committee.....................................................................................................45
Road Safety Committee .......................................................................................................................................46
Environment Committee ....................................................................................................................................47
Market Policy Committee ...................................................................................................................................48
Legal Affairs Committee ......................................................................................................................................49
ACEM Secretariat..................................................................................................................................................................50
Footnotes..................................................................................................................................................................................51
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ACEM IN BRIEF
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• ACEM means “Association des Constructeurs Européens de Motocycles”. ACEM represents the Motorcycle Industry in
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Europe and, as such, is one of many interest groups that contribute to an informed decision-making process in the
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European Union.
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• ACEM has twenty-nine members, out of which 12 are manufacturers and 17 national Powered Two-Wheeler industry
associations in Europe.
• ACEM, based in Brussels, was established in 1994 from the merger of COLIMO (Comité de Liaison de l’Industrie du
Motocycle) established in 1962 and composed of eight national associations, and ACEM founded in 1990 by the eight
main European companies in the field.
• ACEM provides clear and factual information concerning the European Powered Two-Wheeler industry and fosters the
understanding of the sector’s importance, its complexity and its contributions to society.
The ACEM Members • ANCMA, Associazione Nazionale Ciclo Motociclo

Accessori (Italy)
• ANESDOR, Asociacion Nacional de Empresas del Sector
Manufacturers
de dos Ruedas (Spain)
• BMW Motorrad
• Arge2Rad, Association of PTW Manufacturers and
• Bombardier Recreational Products
Importers (Austria)
• Ducati
• C.S.I.A.M., Chambre Syndicale des Importateurs
• Harley Davidson
d’Automobiles et de Motocycles (France)
• Honda
• CSNM, Chambre Syndicale Nationale du Motocycle
• Kawasaki
(France)
• KTM
• EQUAL, European Quadricycle League
• Peugeot
• FEBIAC, Fédération Belge de l’Industrie de l’Automobile
• Piaggio
et du Cycle (Belgium)
• Suzuki
• FFÖ, Fachverband der Fahrzeugindustrie Österreichs
• Triumph
(Austria)
• Yamaha
• IVM e.V, Industrie-Verband Motorrad (Germany)
• MCIA, Motorcycle Industry Association (UK)
National Associations • McRF, Moped & Motorcykelbranschens Riksförbund
• AIA, Automotive Industry Association (Czech Republic) (Sweden)
• AIMID, Association of Irish Motorcycle Importers & • MOTED, Motorcycle Industry Association (Turkey)
Distributors • PZPM, Polski Zwi∂zek Przemysłu Motoryzacyjnego
• AMVIR, Association of Motor Vehicle Importers- (Poland)
Representatives (Greece) • RAI Association Nederlandse Vereniging De Rijwiel en
Automobielindustrie (The Netherlands)
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Foreword by Stefan Pierer, ACEM President
The Powered Two- A thriving industry is at the core of Europe’s

Wheeler sector: prosperity. It is important that the image of Europe
as a destination for profitable investments is retained
looking beyond and strengthened, especially in these times of
the crisis uncertainty. Yet to restore confidence, we have to
solve several substantial issues: European regulations
must be occasioned by a long-term vision and
with regulatory stability and simplification in mind,
The financial and economic crisis has taken a heavy providing sufficient lead-time for industry to develop
toll on public finances, businesses, employment and products. Consideration of market acceptance
households. should always be at the source of new technical
requirements, providing industry with the necessary
The Motorcycle Industry in Europe has not been flexibility. Furthermore, a level playing field must
immune to the crisis, far from it. Registrations of be ensured, both in Europe and on extra-European
Powered Two-Wheelers plunged in the final quarter markets, with all actors in the sector on an equal
of 2008, and we are looking at a negative balance for footing.
2008 and 2009, in the range of -25%. Fall in demand
of Powered Two-Wheelers gave way to a decline in In order to bounce back from the crisis through new
production, putting high pressure on manufacturers opportunities, Europe will have to address these
and on employment in the sector. Needless to say, fundamental issues through enhanced cooperation
the outlook for 2010 remains highly uncertain- but between policy makers and industry. A broad
as we look to this new decade, we have to remain perspective is necessary to ensure that industry is
positive. in the best position when activity recovers. ACEM
members have always distinguished themselves
Little over one year ago, ACEM announced a series of through the innovation and the quality of their
proactive initiatives as a means to “shaping the future” products, and long term commitment to corporate
for the sector. In spite of current challenges, ACEM and social responsibility.
members are determined and committed to staying
behind those initiatives, in particular as the European We are willing to do our part.
institutions and Member States begin discussing the
future EU 2020 strategy. However, in order to jointly
Stefan Pierer
deliver solutions to tomorrow’s mobility challenges,
while safeguarding investments and employment in PRESIDENT of ACEM and
the sector, similar commitment to a sound industrial CEO of KTM
policy is necessary from policy makers in the short
and medium term.
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Introduction by Jacques Compagne, ACEM Secretary General
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Rising up together new proposal for a Framework Regulation on type-
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to a challenging approval of two- and three-wheel motor vehicles and
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quadricycles, with environment and safety aspects,
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agenda
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which will then go through the co-decision process
in the European Parliament and in the Council.
ACEM has been involved in the preparation of this
regulation and will follow-up the inter-institutional
process. Needless to say, given the current economic
The report you are holding in your hands provides climate, competitiveness aspects should also be
an insight into the Powered Two-Wheeler sector. central elements of these initiatives. Looking further
It highlights a challenging agenda for the years to out to 2013, the Powered Two-Wheeler market will
come, which will require working together towards be reshaped by the implementation of new driving
shared objectives. licenses requirements in the EU Member States.
ACEM brings together the main manufacturers of Many changes are undergoing in Brussels. A few
Powered Two-Wheelers active in Europe. These months ago, a newly elected European Parliament
manufacturers of motorcycles, scooters and mopeds took seat. With the entry into force of the Lisbon Treaty,
have established their names worldwide, through their the European Parliament and National Parliaments
ability to develop innovative products answering the will be more involved in European decision-making.
mobility needs of citizens and society’s expectations. The new European Commission is expected to be in
In ACEM, the experience of manufacturers is place from February 2010. ACEM is looking forward
supported by national associations able to relay to working together with policy-makers at all levels,
information to and from the Member States. This providing its expertise. This report is a token of the
enables the association to develop an informed motorcycle industry’s commitment to continuing to
vision, and an agenda which is then translated engage the legislator in “shaping the future”.
in positions on issues of interest. These positions
developed within the ACEM structure become the Enjoy your read,
Motorcycle Industry contribution to the European
policy debate on issues ranging from mobility, to
Jacques Compagne
environment, safety and competitiveness.
SECRETARY GENERAL of ACEM
Amongst the main upcoming issues, 2010 will bring
on the agenda a new white paper on European
transport policy, setting out the EU priorities for
the decade. The European Commission will issue a
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Who we are
ACEM, the Motorcycle Industry in Europe, is the legal identity is Groupement Européen d’Interêt
professional body representing the interests and Economique according to European law.
combined skills of 12 Powered Two-Wheelers
manufacturers, and 17 national associations out of 13 The scope of ACEM has expanded together with
European countries. ACEM directly represents a total the growing competences of the European Union
of 24 Powered Two-Wheeler brands. and related activities within Member States. ACEM
covers issues and technical requirements in policy
In Europe over 150.000 jobs depend on the Powered fields such as environment, road safety, trade,
Two-Wheeler industry. The aggregated turnover taxation and transport seeking a broad view of
of the sector (manufacturing, plus upstream and the complex economic, social, political, and legal
downstream activities) amounted to Euro 34 billion in issues surrounding European integration. These, all
2006. Manufacturers alone account for Euro 7 billion. together, represent challenges and opportunities for
The members of ACEM are responsible for 90% of the the Motorcycle Industry.
production and up to 80% of the European Powered
Two-Wheeler market, which culminated at 2.7 million
units in 2007.
Our Mission
The variety of products offered by ACEM • To develop products as socially responsible
manufacturers are represented by the large amount solutions to new mobility and sustainability
of styles and segments such as moped, scooter, challenges,
street, naked, super-sport, touring, supermoto and
off-road bikes. • To support European Road Safety Action
Programmes,
ACEM was created in 1994 by the merger of two
Associations of manufacturers of Powered Two- • To minimize the environmental impact of our
Wheelers, namely COLIMO (Comité de Liaison products and processes,
de l’Industrie du Motocycle) established in 1962
and composed of eight national associations; and • To establish a strong competitive and profitable
ACEM (Association des Constructeurs Européens industry in Europe.
de Motocycles) founded in 1990 by the eight main
European companies in the field.
Upon its creation, the manufacturers of motorcycles

in Europe decided to maintain the name ACEM as a
sign of continuity of their presence in Brussels, whose
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The Industry philosophy: responsible commitment
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The process of market globalisation, the effects of through innovative and problem-solving expertise
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a serious world economic crisis and the entry into are just as important as the commitment to the
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force of the Lisbon Treaty all have consequences environment, society and open dialogue. This long-
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on the lives of European citizens and businesses. term, value-oriented philosophy is exemplified by the
Industry responsibility now extends not only to the ACEM missions, positions and initiatives and every
needs of the market, but also to its employees, the member of ACEM is called upon to implement these
environment and society as a whole. The principle objectives in its own sphere of activity. In this respect,
of sustainable development is synonymous with this ACEM members put forward their views on policies
philosophy. It is based on the fundamental belief having an impact on the Motorcycle Industry and
that this generation should not live at the expense work towards developing a constructive dialogue
of the next. with officials and decision-makers.
The Motorcycle Industry in Europe is committed The Motorcycle Industry in Europe will continue
to applying the principles of sustainability as a key to bring its contribution, shaping the future and
part of the effort to develop its market and value. searching for solutions to tomorrow’s transport
Manufacturers wish to contribute to the development challenges, while setting an example of long term
of a vision for the future of transportation, and to commitment to corporate and social responsibility.
meet the expectations placed on the Powered Two-
Wheeler sector. Creating and safeguarding jobs
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The Motorcycle Industry in Europe
ACEM Members
Brands
Associations
AIMID
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The Motorcycle Industry’s Policy Agenda
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MOBILITY
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“Mobility is key to prosperity“.
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PTW manufacturers offer a wide range of PTW mod-
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Market trends clearly show that Powered Two-Wheel-
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ers (PTWs) answer the mobility needs of an increas- els with different styles, features and designs, each
ingly higher share of the European population. The intended for a specific use and fulfilling this very di-
PTW fleet has been steadily growing over the last versified user demand.
few years, reaching about 33 million vehicles in use
in 2008. According to long term market projections
the fleet is expected to continue to grow and reach
between 35 and 37 million vehicles in 2020.
Motorcycles, scooters and mopeds are not chosen

by so many citizens only for the emotions they can
deliver. The success of PTWs is due to the fact that What are Powered Two-Wheelers?
these vehicles satisfy a primary need: the demand for The term ‘Powered Two-Wheeler’ (PTW)
mobility. Every day all over Europe, millions of citizens covers a wide range of vehicles from
use their PTW to go to work, to school, shopping or mopeds, scooters and other small capacity
just making use of their free time in an efficient and motorcycles, ideal for urban journeys, to large
convenient way. This is true for European cities, where capacity custom, sports and touring models,
congestion and lack of parking places are a growing as well as tricycles.
inconvenience, as well as for recreational activities
such as touring, leisure and sport. Today the offer is spread over 7 vehicle
categories and 14 main segments, satisfying
the most varied needs.
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The Quality of our Lives Depends on Mobility
Mobility is and will continue to be a major contributor to ACEM has contributed to the EU reflections on the
the social and economic wealth of the European Union “Future of Transport”. The focus of the new EU White
and a key element for its future prosperity. Europe’s Paper on Transport Policy should be on policy measures
growth has been accompanied and fostered by a that are fully compatible with the real demand-oriented
more and more performing transport system. Citizens needs of European citizens and businesses. Different
benefited from a better transport system, exploiting it transport modes should be offered on the same
for their own education, work or social purposes, with footing, whilst at the same time applying realistic and
positive effects on the society as a whole. economically viable principles, such as:
Road transport plays a vital role in modern economies, • Fair and equal competition between and within
as 90% of people in the EU travel by road. All citizens transport modes,
should benefit from a transport system whose design • Freedom of choice by users/citizens and accordingly
and management corresponds to their needs. the respect of rights and choice of users to select the
most appropriate transport mode for their mobility
Finding a balance between the need to pursue socio- needs;
economic objectives of growth and development and
the need to further reduce the negative effects that • Transport efficiency, encouraging the most
transport may cause to the society will remain the key suitable and effective mode of transport according
challenge in the quest for a more sustainable mobility to the circumstances, is to be considered as highly
over the coming years. This is the main challenge of important;
sustainable mobility, which must address at the same
time social, economic and environmental factors. • Integration, in particular in urban areas, of Powered
Each of these pillars is of equal importance and they Two-Wheelers in transport policy.
all need to be taken into account when assessing the
sustainability of transport policy.
Sustainable mobility is about ensuring that consumers have real choices, but also encouraging them
to buy the most suitable vehicle for their needs and improving their behaviour on the road.
Sustainable mobility can be achieved through an integrated approach where vehicle design, policy
makers and users each play their part.
Manufacturers, transport stakeholders and policy makers share the common view that in order to
be sustainable tomorrow’s mobility must take greenhouse gases, and safety, both for passengers
and for freight, into account.
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Urban Mobility
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As city dwellers are estimated to grow from today’s routes. This is true for business as well as for leisure.
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60% to 80% of the total European population by Again, PTWs support this kind of mobility.
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2020, urban mobility will become an increasingly
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important topic for discussion. People’s right to Further, parking places for PTWs demand less space
move freely, new technologies, increased integration and limited investment from local authorities, are
of different transport modes will be just some of easier to integrate in the structure of European cities,
the arguments to save cities from congestion and and create less impediment for pedestrians and
pollution. cyclists.
The need for an efficient and sustainable mobility has

become more urgent for cities as traffic, congestion, Co-modality, an opportunity
parking space availability are becoming ever for European cities...
greater concerns for citizens. These challenges are
accompanied by economic issues, with increasing The future transport policy for cities must build on
costs for transportation in terms of money as well as integrating all modes. It must preserve and enhance
time. the advantages of each mode while working at a
better integration to the benefit of the users. In a
The increase of PTWs in European cities reflects the period of dramatic socioeconomic repercussions due
need for an alternative mode of transport. PTWs can to the current global financial and economic crisis,
play an important role in providing viable solutions transport policy should not fall again into the trap of
to citizens who are struggling with congestion, artificially forced and inefficient modal shift policies.
long city trips and hard to find parking places. The Instead, it should reason in terms of true co-modality
European Commission, in its urban mobility action and optimisation of each mode of transport.
plan, underlined the role of PTWs as an alternative
mode of transport contributing to optimising urban Individual and collective transport offer different
mobility. services and therefore fulfil different needs. They
are not, as too often assumed, communicating
PTWs do not suffer from, nor create, congestion due vessels. The efforts need therefore to be focussed on
to their limited dimensions. Thanks to high fuel- enhancing the sustainability of individual transport.
efficiency, PTWs help curbing CO2 emissions and are
cheaper to run. A forced modal shift policy based on traffic restrictions
and increased costs for individual transport will
Lifestyles and mobility patterns in cities have changed: lead to a high loss of welfare without the expected
single-purpose journeys are progressively being benefits for mobility and quality of life.
replaced by multi-purpose and multi-destination
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The majority of urban trips are individual trips. Cars For certain journeys, PTWs can be an alternative
are by design ‘multi-purpose vehicles’ allowing to individual car-based private mobility or a
one or more people to travel over long distances; complement to public transport, successfully
however, they are often over-dimensioned in an integrating the urban transport toolbox available to
urban environment, exceeding the needs of many citizens, businesses and authorities. This is confirmed
city trips. PTWs are ‘single purpose vehicles’ tailored by the growing participation of PTWs to the urban
to the urban and peri-urban environment, allowing modal split in many European cities.
up to two people to travel and following a ‘less is
more’ philosophy: they are constructed to cover
PTWs reduce travel times in cities
specific daily travelling ranges, and each component
is calibrated accordingly.
A study by the French Environmental
Agency* ADEME comparing PTW and car
trips in the city of Paris concluded that with
a PTW ‘pure’ travel time is halved. The survey
was performed in “real life” conditions with
the aim of comparing the two modes of
transport on the same type of use. They
were timed on a typical “home-work” trip,
between a suburb (Linas) and the Paris
city center (Musée d’Orsay), at peak time
(time of arrival in Paris: 8.30am). While car
drivers needed, on average, 88 minutes to
cover a 31 Km journey, PTW users made it
in 44 minutes, clearly benefiting from their
lower exposure to congestion (less idling in
traffic).
Moreover, the study shows that car drivers
needed on average an additional 16
minutes to find a parking place.
For these reasons, PTWs are also often
chosen by businesses for their shorter
distance logistics and by public services
such as local police.
* “2 roues motorisés Euro3 : progrès

environnementaux et comparaison à
l’automobile”, Etudes Ademe, 2007
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Economic benefits
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of PTW transport in cities
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Economist and Sorbonne Professor Pierre Kopp
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recently published a study* examining the
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consequences of the increase in PTW traffic
(measured in vehicle/km) in Paris.
The PTW share in Paris traffic increased by

36% between 2000 and 2007, with PTWs now
accounting for a share twice as large as that of
buses. An original survey has shown that 21
million additional passenger kilometres were
made by PTWs in 2007 compared to 2000. 53%
of this increase comes from people shifting to
PTWs from public transport and 26.5% from
private cars. The remaining 20% is attributable
to the increased use of PTWs by those already
using such vehicles in 2000.
Through a cost-benefit analysis, weighing

time spent in traffic, impacts on road safety,
environment and taxes, the study concluded
that the shift towards PTWs over the period
2000-2007 generated a considerable gain
for the community, despite the absence of
accompanying public policies.
* “ La contribution des deux roues motorisés à

la mobilité dans une grande métropole : le cas
de Paris ” Revue Transport, July-August 2009, n°
456.
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Leisure, Tourism and Sport
Tourism is a strategic economic activity in the Motorcycling sport is run in different disciplines
European Union. The EU tourism industry generates such as road racing, which includes Grand Prix,
11% of the EU GDP and employs 12% of the EU and Superbike – motocross, trial, enduro, and track
work force. The development of many areas in the racing. Worldwide these competitions amount to a
EU depends on tourism. Mobility and transport are total of almost 50 championships and prizes, playing
a necessary pre-condition to ensure the prosperity an important role as catalyst for social inclusion and
of the sector. contributing to spread the positive values of sports.
Recreational motorcycling offers an unrivalled way Sports at the very high level also contributes to
to enjoy the outdoors, giving to travelling a different manufacturers’ Research and Development activities,
dimension while allowing riders to relish the sensation which in turn translate into improvements in the
of freedom. For this reason, PTW manufacturers product destined to the consumer, in terms of safety,
develop tourism oriented vehicles, providing environment, and overall rideability.
improved comfort features and higher storage
capacity. Motorcycle touring has developed to the
point that specialised companies now organise tours
combining different cultural and riding experiences
across Europe. Similarly, several companies organise
different modules aimed at providing advanced
riding skills, such as off-road riding. Tourism and Sport in the Lisbon Treaty
Motorcycling is also a popular sport gathering The Lisbon Treaty, which entered into force on
millions of fans worldwide. The most attended events, 1 December 2009, includes for the first time
such as the Moto Grand Prix in Jerez, Spain, can draw tourism among the policy responsibilities of
up to 250.000 enthusiasts over a weekend attracting the EU institutions. It also gives the EU a formal
investments in racing and tourism infrastructures, competence on sport, which should develop
and bringing economic benefits to the surrounding in 2012 in the first EU sports programme, with
area. The success of motorcycling sports generates an emphasis on the social and educational
a prosperous business related to sponsoring aspects of sports.
opportunities and broadcasting rights.
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ROAD SAFETY
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“A shared Responsibility” stakeholders.
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Safety figures differ significantly across the EU member
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The Industry Strategy
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states. Statistics on PTWs indicate that, with the same
vehicles available on the market, a considerable
Safety is a top priority for the Powered Two-Wheeler
disparity exists between best and worst performing
industry. ACEM dedicates energy and resources to
countries. Reducing this gap by improving national
acquiring and analysing data regarding road safety
transport policies through integration of PTWs will
and Powered Two-Wheelers in order to identify and
bring considerable and tangible benefits to European
prioritize areas for improvements. This process follows
road safety. The identification and dissemination of
an integrated approach looking at human, vehicle
best practices would facilitate the introduction of
and infrastructure related factors, seeking to involve
successful road safety policies by low performing
policymakers and other relevant stakeholders at
countries.
European, National and local level.
ACEM participated to the consultation process

Road Safety: the Industry Strategy
launched by the European Commission leading to
• Improving the knowledge about motorcycling
the 4th European Road Safety Action Programme
safety
(2010-2020). ACEM Members actively supported the
• The Integrated approach
‘shared responsibility’ concept and are committed to
- Act on the human factor
improving road safety by funding research, financing
- Act on the vehicle
and participating to road safety projects, acting
- Act on the infrastructure
together towards the common objective of improving
• Cooperate with institutions and stakeholders
the road safety of Powered Two-Wheeler users.
Improve the Knowledge

The Vehicle
In order to better understand the nature and
Quality, design and product reliability lie at the basis
causes of PTW accidents, ACEM conducts studies
of every choice leading consumers to buy PTWs
of motorcycle and moped accidents intended for
manufactured by ACEM Members.
improving the knowledge of PTW accidentology.
ACEM also participates to road safety projects aimed
Innovation is a strategic driver of success but also a
at contributing to curbing road accidents. The
long term process requiring considerable resources
results of these projects are then implemented and
and adequate lead time before becoming a
shared as best practices with policymakers and other
production reality.
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Improving the knowledge
Projects ACEM PTW manufacturers and three major

European capitals (London, Paris, Rome).
MAIDS eSUM (European Safer Urban Motorcycling) is
Proper knowledge of how road accidents a collaborative initiative between industry and
involving PTWs occur is fundamental to local authorities of Europe’s principal motorcycle
identify the right priorities. With the European cities to identify, develop and adopt measures
Commission’s co-funding, ACEM carried out the designed to deliver safer motorcycling in the
most comprehensive in-depth study currently city environment. www.esum.eu
available for PTWs accidents in Europe: MAIDS
- Motorcycle Accident In-Depth Study. The EURSP
investigation was conducted by dedicated Accidents are proportionately more frequent in
research teams during 3 years on 921 accidents urban areas than elsewhere. ACEM is a partner
from 5 countries. Since the publication of the of POLIS, the network of European cities and
MAIDS report several analysts have referred regions promoting innovation in local transport,
to MAIDS and partnerships have been built in and supports a European Urban Road Safety
order to continue to make the most of the datas Platform (EURSP) that will benchmark cities
gathered by the MAIDS team. www.maids- road safety figures for all transport modes.
study.eu A dedicated safety policy for cities depends on
a specific focus on those areas with dedicated
eSUM tools and authoritative partners. ACEM
The higher presence of PTWs in cities justifies believes that the POLIS network will make it
the need to gather further information on their possible first to gather those datas and then to
use and specific safety needs. In March 2008 devise in partnership the best strategy to curb
the European Commission co-funded eSUM, PTW accidents. The data gathered will be then
a project focusing on PTW safety in cities. The disseminated and will serve as a database on
project is led by the city of Barcelona involving safety in European cities.
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To meet stringent type-approval requirements, and beyond 2010, extending its coverage to 75% of street
high safety standards, ACEM Manufacturers apply model motorcycles by 2015.
the latest state-of-the-art technologies.
Advanced Braking Systems
Braking The Motorcycle industry has developed over the years several
The characteristics of braking systems for motorcycles braking technologies enhancing the effectiveness of these devices
are different from those of cars. Compared to the and adjusting to specific manoeuvers and needs. Advanced braking
past, brake/tyre combinations on today’s PTWs have systems encompass different systems, such as anti-lock brake
very high performance capabilities in a very wide systems (ABS) acting on one or both wheels, combined brake
variety of traffic and road conditions. Using the full systems (CBS), rear wheel lift-off protection (RLP), automatic brake
force distribution, amplified braking systems, brake by wire and new
potential of the brakes, especially in an emergency
vehicle architectures. These systems can be present individually or in
situation, is one of the most difficult tasks of riding
combination on a PTW.
a motorcycle especially for novice riders. Incorrect
use of motorcycle brakes is considered to be a factor
The varied range of braking systems available today is able to match
in many accidents. In those emergency situations the price range of the vehicles on offer.
where the rider has to make decisions in a split
second, human ‘decision failures’ and faulty collision
Lighting and conspicuity
avoidance manoeuvres can lead to loss of control,
‘Being seen’ and being perceived accurately by other
tyre lock up, rear tyre slide out, etc.
road users are extremely important factors that
contribute to PTW safety. The relatively narrow frontal
ACEM’s Brake Commitment – silhouette of PTWs, compared to that of other vehicles,
A pledge for road safety often leads to a wrong evaluation by other vehicle
users and consequently to accidents. A variety of
countermeasures, both human and vehicle related,
As a commitment to the European Road Safety Charter, should be considered to ensure PTWs are correctly
ACEM Manufacturers proposed to progressively perceived in traffic.
increase the number of PTWs fitted with advanced
braking systems. This will provide easier to use brakes ACEM manufacturers are engaged in a programme
and by 2010 the majority of new street models on the aiming at increasing the conspicuity of PTWs:
European market will have advanced braking systems, 1- voluntary introduction of AHO (automatic headlamp
at least as an option. on) since 2003
In June 2008, 35% of the European motorcycle offer 2- a research programme to identify “lighting treatments
was already equipped with advanced braking system, that improve PTW conspicuity to other vehicles in the
which translated into 35% actual penetration in terms of future European traffic environment
sales. In the context of the upcoming regulation, ACEM
manufacturers proposed to bring this commitment
23
3- the exploration of and research into intelligent Licensing
transport systems (ITS) that can help in the
“communication” between PTWs and other road users A wrong decision, lack of experience, or the
underestimation of a risk can all lead to a crash. The
The on-going research may lead to on-vehicle
human factor is the primary cause of accidents involving
improvements in the future. The longer-term ITS
PTWs. While the majority of the responsibility lies with
efforts will explore how to cooperate with the car and
the other vehicle driver, PTWs riders themselves are
component industry, among others in the context of
accountable for 37% of accidents. The first and most
the e-Safety Forum initiative.
effective way to ensure the riders’ safety is to develop
Awareness and training (of both PTW and other vehicle
operators) are fundamentally important and must be According to the principle of “lifelong
addressed. learning” ACEM encourages training instead
of testing
Tampering • ACEM proposes access ages to follow
PTW engine driveline tampering – to increase straight from traffic safety school
performance above legal limits – is a major concern in education, using the opportunity
several European countries. Modified vehicles not only provided by low-powered PTW categories
loose their compliance with environmental norms, they and encouraging progressive access
also pose a serious threat to safety. (mopeds at 14; light motorcycles of 125cc
at 16; motorcycles of ≤35KW at 18 and
While it is not an easy task to detect whether a PTW unrestricted access from 20 years of age).
has been tampered with, figures show that a significant • ACEM proposes to implement mandatory
proportion of moped accidents occur at travel speeds pre-license training, for all novice riders
greater than 50 km/h, indicating an illegal modification in Europe.
of the maximum speed limit of 45 km/h. • The initial Rider Training Project offers
a valuable framework for “progressive
ACEM proposed new antitampering measures access” (www.initialridertraining.eu)
preventing moped users from illegally raising the • ACEM supports the equivalence for car
maximum speed of the vehicle in order to complement driving licence holders towards mopeds,
the existing regulatory provisions. These new measures light motorcycles of 125cc and tricycles
would cover electrical/electronic devices participating and proposes training for riders making
in the vehicle’s maximum speed limitation, the use of equivalence options between
interchangeability of components, the Continuously various license categories.
Variable Transmission’s components, the exhaust • ACEM supports the direct access option
silencing system and marking. to unrestricted motorcycle licence, as
the current PTW test is among the most
Authorities enforcing controls have a significant role in complete and demanding.
minimizing tampering.
24
A C
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his/her risk perception and the skill acquired and Guidelines Handbook”2, developed with road engineers.
developed through training and/or experience. This This technical manual focuses on infrastructure and
R e
can be done through a proper training scheme and provides guidelines for a safer road environment for
progressive access to higher vehicle categories. PTWs. This publication is aimed at traffic engineers,
p
urban planners, contractors and policy makers but it
o
r
Access to vehicles in the EU Member States is regulated contains useful information for PTW riders as well.
t
by a European Directive on driving licences. Mopeds
are not covered by the directive currently in force and The role of the rider can be crucial to prevent these
therefore at the moment their access is regulated at accidents. This is why ACEM devised a campaign
national level. Provisions vary substantially amongst providing more information on the road environment
the Member States concerning minimum access ages, with the aim of helping riders to make better choices
testing and equivalences with the car licence. A new and contribute to improving their own safety.
European Directive applying from 2013 will also cover
mopeds. Compared to the present situation, the level
of harmonisation across Europe will be either improved
or reduced, depending on transposition by Member
States.
The Infrastructure
Lucky 13
The poor conditions of many European roads and the ACEM chose a cartoon to help motorcycle
fact that PTW specific needs are still often neglected in and scooter riders avoiding the potential risks
road engineering are among the causes for accidents. related to the infrastructure. The cartoon was
Road Infrastructure Safety Management is part of the launched at the European Road Safety Day
‘integrated approach’ to road safety (linking the users organised by the European Commission in Paris
the vehicle and the infrastructure aspects) and a step in October 2008.
in the right direction of reducing the number of deaths
on European roads. The objective of this safety campaign was to
ACEM engages stakeholders who are responsible for raise the riders’ awareness about the potential
improving the PTW road environment and urges them risks coming from the roadway itself. The
to work with local agencies to identify and develop campaign featured 13 different situations each
solutions which take PTWs into account. The adoption focussing on a particular risk factor with tips
of PTW friendly guidelines while engineering and/or and recommendations to riders.
maintaining roads would effectively reduce the risk of
accidents and injuries. The whole series can be downloaded in 11
languages at www.acem.eu/cartoon
To this extent ACEM has published an “Infrastructure
25
26
A C
E M
ENVIRONMENT
R e
“Towards parity with cars“.
p
Limit Values Motorcycle Class II (>150cc)
o
r
PTWs require ten times less energy to manufacture 35.0
t
and recycle than passenger cars. CO g/km
35.0
In developing, manufacturing and marketing their 30.0 HC g/km

vehicles, ACEM Manufacturers assure the highest 25.0 Nox g/km
standards and full compliance with stringent
20.0
environmental norms.
13.0
15.0
However, in view of the growing participation of PTWs 10.0 7.0
5.5
in European’s mobility at the horizon 2020, ACEM 3.0
5.0 1.0 0.3 2.0
members are engaged in a process that will lead to 0.3 0.3 0.15
further reduce the PTW contribution to the total road 0.0
transport emissions. The European Commission’s 1998-ECE 40 1999-Euro 1 2003-Euro 2 2006-Euro 3
upcoming proposal for a Framework Regulation
on Type-Approval of Two- and Three-Wheel motor
vehicles and quadricycles will entail actions related
to further reduction of local pollutants and CO2
measurement.
Moped 2 stroke / 4 stroke (50cc)
Regulated Pollutants
8.0
Achieved progress 8.0 CO g/km

Over the last decade PTWs achieved remarkable 6.0
progress in reducing their environmental impact, 5.0 HC + NOx g/km
60
with a 94 % reduction of CO and HC for motorcycles
and 88 % reduction of CO for mopeds. 3.0
4.0
1.0 1.2
2.0
0.0
1998-ECE 47 1999 - Euro1 2003 - Euro 2
27
PTWs are penalised by regulatory delays
The reduction process of PTW emissions started in PTW NOx emissions
1999, i.e. 7 years behind passenger cars. Currently, new “PTWs are negligible contributors to total
mopeds and motorcycles comply with Euro 2 and NOx emissions, where heavy duty vehicles
Euro 3 steps respectively, while passenger cars meet dominate.
Euro 5 and a further Euro 6 step is in the pipeline.
Therefore, although NOx contribution from
The graphic representation of the Euro stages reveals mopeds and motorcycles is increasing due to
the higher priority the Institutions attributed to the gradual shift from rich to stoichiometric
passenger cars so far. This is understandable given the combustion, they are not considered to exceed
size of the car fleet, about ten times bigger than the ~2% of total road transport NOx emissions by
PTW fleet. However, this delay is disproportionately 2020.” 3
affecting the overall contribution of PTWs to transport
related pollution.
Introduction of Euro reduction stages for passengers cars, motorcycles and mopeds
MP MP
Euro 1 Euro 2
MC MC MC
Euro 1 Euro 2 Euro 3
PC PC PC PC PC
Euro 1 Euro 2 Euro 3 Euro 4 Euro 5
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
28
A C
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ACEM proactive proposals ACEM proposal Euro 3 and Euro 4 for moped
To address this issue, ACEM members have proposed, (2012 & 2015*)
R e
at the occasion of their 5th Annual Conference 1.4
in Brussels on 1 December 2008, to set two new
p
1.2
o
emissions reduction stages: Euro 3 and Euro 4 for 1.0
r
mopeds and Euro 4 and Euro 5 for motorcycles. These 0.8
t
new Euro standards are proposed to be introduced 0.6
CO
HC + Nox
in the legislation for application in 2012-2013 and 0.4
2015-2016 (dates subject to the upcoming legislative 0.2
process). 0.0
Euro 3 Euro 4
The proposal will be accompanied by a more Euro 4 limit values

representative emission test cycle for mopeds and by – CO = 1.0 gr/km = Euro 5 passenger car
the worldwide motorcycle test cycle (WMTC). These – HC + Nox 0.8 gr/km (-33%/Euro 2)
cycles will be able to accurately reproduce the typical
dynamic and usage of both PTW categories. ACEM proposal for Euro 3 and Euro 4 for 3-wheel
moped, tricycle and quadricycle (2012 & 2015*).
ACEM proposes a reduction in the range of 50%
Compared to Euro 2 for all regulated pollutants.
Introduction of new emissions reduction stages proposed by ACEM
MP MP MP MP
Euro 1 Euro 2 Euro 3 Euro 4
MC MC MC MC MC
PC PC PC PC PC
1992
1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
29
Motorcycle emissions CO2
While the proposed Euro 4 stage will quickly achieve
a 25% reduction over Euro 3 in tailpipe emissions for The CO2 contribution of motorcycles, mopeds,
motorcycles, the proposed Euro 5 stage will realize a tricycles and quadricycles to overall transport is
further 25% reduction and achieve the goal of parity marginal. According to projections, it will further fall
with Euro 5 gasoline passenger cars (as envisaged by and remain marginal in the future, compared to other
LAT, the Commission’s consultants). transport modes. Considering the fact that PTWs emit
lower amounts of CO2 compared to passenger cars,
The first proposed step is fundamental to bring an the increase in trips done by PTWs will actually have a
earlier significant reduction of the contribution of positive effect in the overall reduction of CO2 emissions
the motorcycle fleet, while the second provides from road transport.
sufficient lead time to comply with industrial design
and production constraints. Moving from current ACEM members, committed to contributing to the
Euro 3 to Euro 5 will determine a 50% reduction of reduction of CO2 in transport, support the introduction
motorcycle pollutant emissions. of CO2 measurement for PTWs as part of the upcoming
Euro stage. Labeling would then become possible to
ensure objective consumer information and orienting
the modal choice of citizens in transport. ACEM regards
3 these steps to be essential in ending speculation about
2006
15
Euro 3 the CO2 and fuel efficiency performance of PTWs.
2
(2012*)
Euro 4 1999
1 Euro 1
(2015*)
Euro 5
Gigatonnes CO2 - Equivalent GHG
10 Emissions/Year
CO (g/km)
0.25 0.5 15 Total

Two- + Three-Wheelers
12 Buses
Freight + Passenger Rail
2003
5 Euro 2 9
Water
Air
2006 Freight Trucks
Euro 3 6
Light Duty Vehicles
1 2 3
0
HC + NOx (g/km) 2000 2010 2020 2030 2040 2050
ACEM’s dual-stage proposal ro reach car Euro 5/6 CO2 emissions of different transport modes
emission performance by 2015* Source: WBCSD Sustainable Mobility Project calculations
(*dates subject to legislative process)
30
A C
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PTW CO2 Facts and Figures PTWs, a much more energy efficient means
R e
- PTW contribution to European road transport of transport
CO2 is predicted to remain stable around “PTWs appear as much more energy efficient
p
1.3%. means of transportation than passenger cars
o
- Average PTW CO2 level is already well below and their activity should be promoted as a
r
the car 2012 average mandatory target. measure to further control GHG emissions
t
from road transport. The energy efficiency
labeling regulation should be formulated in
Noise a way that will not affect the sensitive PTW
market.” 4
PTWs for use on European public roads undergo a set
of tests including the control of noise levels. Excessive
noise is caused by the use of illegal (non type-approved) Periodic Inspection
exhaust systems and aggressive riding behaviour. The
same type-approval testing procedure does not apply Increasingly stringent type-approval requirements de-
to every exhaust system. Type-approved non original termine motorcycle manufacturers having to invest into
exhaust systems may violate legal noise levels, due more complex and refined technologies to ensure the
to less stringent type-approval testing conditions. vehicles’ compliance to higher standards.
Simplification and harmonisation of the legal framework
setting equally stringent measures to every exhaust Correct maintenance is necessary to guarantee the
system, should contribute to reduce the problem of vehicle’s proper environmental performance over its
illegal noise levels. lifetime.
Motorcycle noise Servicing also makes an important contribution to road

safety, ensuring the good working conditions of wheels,
tyres, brakes and lighting.
Currently, a majority of Member States have introduced

PTWs periodic roadworthiness testing for environmental
and safety reasons.
However, PTWs are the only vehicle not falling under

the scope of Directive 96/96/EC. ACEM members
support the inclusion of PTWs in the scope of Directive
96/96/EC, with appropriate periodicity requirements.
Motorcycles fitted with a type-approved road legal Environmental checks should focus on tailpipe emissions
exhaust system emit similar noise levels to passenfer and exhaust system noise.
cars.
31
32
A C
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ECONOMY AND COMPETITION
R e
“Growth through a level playing field“.
p
Names such as Peugeot (France) and Triumph
o
(UK) have been in motorcycle manufacturing
r
The PTW industry plays an important role in the EU
since the earliest days. Others such as BMW
t
in terms of the economy and jobs. Europe has been a
leading production base for Powered Two-Wheelers (Germany) formed soon after. Indeed, Europe
since the invention of the motorcycle in the late 19th gave birth to new motorcycle brands that
century. More than a century later, the motorcycle quickly grew providing utility and leisure
industry remains at the forefront when it comes to mobility as shown by Piaggio (Italy), Derbi
investment in innovation, quality and design. Europe (Spain), Ducati (Italy) and KTM (Austria).
is a key market for many non-European brands, to Manufacturers such as Honda, Suzuki and
the extent that specialist knowledge and closeness Yamaha (Japan) established European
to consumers have lead to the establishment of production facilities. Brands like Harley-
production facilities in the EU. Over the last two Davidson (USA), Kawasaki (Japan) and
decades, there has been growing competition from Bombardier Recreational Products (Canada)
emerging economies manufacturers on the EU equally set up their distribution businesses
market. in Europe.
For the industry to thrive, it is necessary to ensure branch. Around 80% of these enterprises are located
a level playing field and provide equal access to in 6 Member States: Austria, France, Germany, Italy,
Spain and the United Kingdom.
opportunities on the EU and extra-EU markets.
The organisation of the distribution, maintenance and
The PTW Sector at a Glance repair of motorcycles satisfies the proximity needs
of the consumers through 37,000 points of sales
The PTW sector is too often assimilated to the and services spread over the territory of the Union.
automobile one. This oversimplification hides very PTW distribution and services represent 2/3 of the
peculiar characteristics, which regulate the economic employment of the sector, which accounts for more
dynamics of a branch, whose main aspects can be than 150,000 jobs as a whole. The above mentioned
summarised by the words “flexibility” and “diversity”. six countries also account for the largest shares in the
sector’s employment.
In the EU27, more than 38,000 enterprises operate in
the PTW sector, in which more than 800 are dedicated In 2007, the turnover of the entire PTW sector
to a certain form of production of PTWs, from artisanal was estimated at 34 billion Euro. Out of these, the
manufacture of unique personalized models up to manufacturing of motorcycles accounted for nearly
industrial series production, the core activity of the 7 billion Euro, with a breakdown across the Member
33
States similar to that of number of enterprises. marketing, distribution, and services. It requires
constant flexibility and reactivity from all the actors
Small and Medium Enterprises represent a in the sector.
fundamental characteristic of the sector as a whole,
with almost 98% of the total number of businesses Internal Market
and 3/4 of the PTW manufacturers. This reality
often goes unnoticed due to the reputation of
Increasing Competition in the PTW sector
international PTW manufacturing groups, directly in
ACEM membership.
The graph on the facing page shows the trend of the
PTW market through the evolution of manufacturers’
SMEs, a reality of the PTW sector volumes between 1999 and 2008.
In the EU, enterprises operating in the
manufacturing of motorcycles have an The main trend highlighted here is the dynamism
average of 30 persons employed each. A of the PTW market, open to an increasing number
large number of these SMEs are indirectly of new players, providing consumers with wider
represented in ACEM through National choices, value and benefits.
Associations. Companies involved in PTW
distribution and services employ an average
of 3 people.
The European PTW market:
Characterised by a high seasonal effect influenced High competition
by climate conditions especially in Northern and At the end of 2009, the CIAcem project recorded
Central Europe, manufacturers are used to adapt the following figures:
their production capacity to the market demand,
which varies in huge proportions. - Number of manufacturers in competition: 380
- Number of commercial brands in

The seasonal effect competition: 818
On a monthly basis, the variation of the
registrations is affected by a factor 3. - Number of models on the market: 12,221.
Another characteristic is given by the management

of a wide variety of different models, ranging from
small 50cc scooters up to large displacement touring
motorcycles. This impacts all the industrial and
commercial chain, from research and development,
product planning, logistic, production, up to
34
A C
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PTW (Moped + Motorcycle) registrations/deliveries 1999 - 2008 by brand
Source : CIAcem5
R e
60000
p
o
r
t
40000
PIAGGIO Group
YAMAHA Group
OTHERS
HONDA
20000
SUZUKI
PEUGEOT
KYMCO
KAWASAKI
BMW
SYM
HARLEY
KEEWAY
0
1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
Top 3 European markets in 2009
PTWs Motorcycles Mopeds
IT IT FR
FR FR IT
ES DE NL
35
Main Market Trends
The total volume of registrations and deliveries cul- However, it should be noted that the 125cc class
minated at 2.7 million units in 2007. The period 1994 doubled its volumes over the last 5 years, reaching
– 2008 is marked by a positive trend more accentu- about half million registrations on a yearly basis. The
ated for motorcycles, whose market share represents combination of individual urban mobility needs and
more than 60% of all PTWs. The smallest displace- licensing provisions decided at national level by some
ments (between 50 and 125cc) are the most repre- Member States are the main triggers of this trend.
sented engine capacity classes with more than 60%
altogether. The increase of individual mobility needs influenc-
es positively also the scooter segment, which now
dominates the PTW market and reaches a 57% mar-
ket share in 2009.
PTW, Moped and Motorcycle registrations/deliveries
1999 - 2008 Source : CIAcem1 The evolution of the PTW circulating park reflects
these market trends and shows an increase of 50%
3,000,000
over the last 15 years. This tendency allows a con-
servative forecast of the PTW fleet in the range of 35-
2,500,000
37 million PTWs at the horizon of 2020.
PTWs
2,000,000
1,500,000 MCs
1,000,000
MPs
500,000
0 PTW Circulating Park Evolution and Forecast

1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
PTW split by cc Class - EU 2008 40,000,000
35,000,000
Source : CIAcem1
30,000,000
25,000,000
51-125 cc
Units
21% 501-750 cc 20,000,000

12%
251-500 cc 751-1000 cc 15,000,000

Other 6%
41% 7%
50 cc 10,000,000
>1000 cc
38% 125-250 cc 7%
9% 5,000,000 Total PTWs
0
94
96
98
00
02
04
06
19
19
19
20
20
20
20
36
A C
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2009: the impact of the crisis PTW market: Sept.07-Sept.09
R e
2,500,000
Initiated in the second part of 2008, the economic
and financial crisis had its full impact on 2009, when
p
market figures recorded an exceptional drop (-25%),
o
r
affecting more severely the moped segment (-30%). 2,000,000
-27%
t
New Member States more impacted by the
crisis 1,500,000
The new EU 12 countries recorded a -36% -24%

Sept. 07 - Sept. 08
drop, compared to a -20% in EU 15 Member Sept. 08 - Sept. 09
States. 1,000,000
-32%
Medium-term measures to bolster demand for PTWs

500,000
have thus far been isolated and inadequate, and
require further coordination by the European Com-
mission. Unlike the situation in the automotive sec-
tor, only Italy lost no time in providing a scrappage 0
incentive, the effects of which were positive for the MCs MPs PTWs
market and the environment, as the most polluting

old vehicles were taken out of circulation. Italy moved
from an initial situation, in the first two months of
Own-initiative opinion of the European
2009, of market decline of around 35% to an almost
Economic and Social Committee on the PTW
balanced situation at the end of 2009 compared to
sector
previous year. On the opposite, a series of inappro-
priate measures taken by the Spanish administration In the current challenging economic context,
heavily impacted the market that records a historical the European Economic and Social Committee
drop of about 50%. (EESC) has doubled its efforts, in order to
bring a positive contribution to the current
reflections on how to support the European
economy. Within such context, the EESC is
currently finalizing an own-initiative opinion,
addressed in particular to the European
institutions, on the theme « Industrial change
and prospects for the motorcycle industry in
Europe ».
www.eesc.europa.eu
37
The Vertical Agreements Block Internal Market and Fair Competition
Exemption Regulation - Evidence of unfair practices
The competition law framework provided by the Since 1992 EU legislation on the type-approval of
Vertical Agreements Block Exemption Regulation has two and three-wheeled motor vehicles regulates and
served its purpose, offering manufacturers, dealers harmonises the construction standards of PTWs. This
and consumers a balanced and mutually beneficial process achieved a reduction in the overall extent of
business environment. type-approval testing, compared to compliance with
previous national regulations.
As a result, competition on the European PTW
market has increased. There have been many new Nonetheless the resultant EU Type-approval process
entrants adding to the already strong competition remains complex and expensive. ACEM has observed
over the last few years, especially from South-East cases where vehicles sold on the EU market do
Asian brands. ACEM expects the number of new not meet type-approval standards, showing that
entrants will continue to rise, bringing even more manufacturers or importers avoided compliance,
competition on the European PTW market and even deliberately or otherwise, in order to gain an unfair
wider choice to the consumer. competitive advantage, thereby also posing a threat
to the health and safety of users and citizens.
In order to maintain continuity and legal certainty for
a further period of at least 10 years, the new vertical Over a period of several years strong evidence has
block exemption regulation currently in the legislative been gathered indicating that a concerning number
process should favour continuity and allow building of motorcycles, scooters and mopeds imported from
on the positive experience so far. manufacturers based in the Chinese Peoples Republic
(CPR) do not comply with the standards required by
the conformity of production obligations in Directive
2002/24/EC.
Regulation 2790/1999 brought benefits to PTW manufacturers, dealers and consumers:
- The ability of manufacturers to adopt both Selective and Exclusive distribution systems has provided
a useful element of flexibility in determining the best system to use to achieve the most competitive
business position.
- The absence of a Location clause has enabled manufacturers to decide the optimum number and
location of official dealers for not only customer convenience, but also to protect the dealers’ significant
investment.
The application of minimum standards criteria as determined by the manufacturer has been to the benefit
of the consumers, in terms of the quality and consistency of dealers’ sales and after sales service.
38
A C
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This practice poses a threat to consumers at risk of
Evidence from the UK
buying potentially unsafe products, to the environment
R e
and to manufacturers who must struggle with an In 2007 UK’s Department for Transport (DfT)
unfair competition. carried out tests on 4 PTWs as part of its
p
Type-approval compliance programme. All
o
Non compliance with type-approval is used as four motorcycles were manufactured in the
r
an unfair cost reduction factor in addition to the Chinese People’s Republic by major CPR
t
enormous differential in labour costs between China manufacturers.
and the EU.
The compliance project was carried out by
The preparation of the new Framework Regulation the Vehicle Certification Agency (VCA) on
creates an opportunity to review the compliance behalf of DfT. Some 95 assessments were
arrangements, and recommendations have been carried out and there were some 21 failures of
made for improvements. A failure to address these compliance.
deficiencies carries the risk that the type-approval
process will be devalued, and simply become a costly
bureaucratic exercise burdening those willing to “play
by the rules”, and avoidable for those less scrupulous. International Trade
ACEM defends the right of European and extra EU The global dimension of business is gaining
manufacturers to compete in the EU market on a level, importance for PTW manufacturers. Export towards
fair and mutually respected playing field. emerging markets, investments abroad and the
economic downturn at home reinforce the notion of
Market surveillance authorities have a key role in trade without barriers.
contributing to maintain a level playing field. Control
programmes of imported PTWs should be developed Global trade agreements aiming at delivering free
with adequate means enabling market surveillance markets are still believed to be the most beneficial
authorities to perform efficient and systematic for the prosperity of this sector. The PTW sector
checks. fully supports the dismantling of EU import duties,
accompanied by equivalent opportunities worldwide
Evidence from Italy for European manufacturers.
PTWs imported from CPR that were tested
in 2009 failed to comply with EU Type
Approval in several respects. Again, braking
non compliances featured, 3 of which were
potentially dangerous, and excessive CO
emissions were evident, varying from 20%
over the conformity of production limit,
through 5 and 10 times the limit, to being
outside the scale on the test equipment.
39
Exports Imports
Exports of the European PTW industry show a Imports show, if not a negative trend, at least a clear
remarkable continuous progress over the period stagnation for motorcycles above 250cc. To a lesser
2000 – 2008 in particular for what concerns extent, a similar trend can be observed for the 50-
motorcycles above 250cc, scooters with a cylinder 250cc motorcycle segment.
capacity comprised between 50 and 250 cc, spare
parts and accessories. Imports of spare parts, accessories and mopeds
benefited from the attractiveness of low costs.
The main customer countries for the EU PTW industry
are the US, Japan and to a lesser extent Vietnam and
Russia. The main supplier countries of the European PTW
market are Japan, China, the US and Taiwan.
Extra-EU exports 2000-2008 in million € Extra-EU imports 2000-2008 in million €

Source : Eurostat Source : Eurostat
800 2500
700 MOTORCYCE
3
CM
PTWs > 250 CM
3
2000
600
500 1500
400
PARTS AND
ACCESSORIES FOR 1000
PTWs
300
PARTS AND
ACCESSORIES FOR
PTWs
200 500
MOTORCYCLE
3 3
>5CM TO 250 CM MOPEDS <=
(EXCL.SCOOTERS)
100
SCOOTERS 0
3 3
>50CM BUT <= 250 CM Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec.
0 2000 2001 2002 2003 2004 2005 2006 2007 2008
Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec.
2000 2001 2002 2003 2004 2005 2006 2007 2008
40
A C
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Trade Balance Competitiveness through Access
to Extra-EU Markets
R e
Although a very encouraging trend for motorcycles of
a cylinder capacity above 250cc can be observed, this
p
Most South-East Asian markets do not allow the
segment together with spare parts and accessories
o
imports of high engine capacity motorcycles, by
r
are the main contributors to the trade deficit. adopting barriers. South Korea provides a unique
t
example: despite the signature of a bilateral
The main partner countries contributing to the trade trade agreement with the European Union, large
deficit are Japan, China, Taiwan, and Thailand. motorcycles have no possibility of being marketed
in this country.
Extra-EU trade balance 2000-2008 in million €
Highway Bans
Source : Eurostat
Korea, unlike other developed countries, prohibits
all motorcycle traffic on its toll ways, major highways
-500 PARTS AND
and designated bridges. Additionally, certain roads
ACCESSORIES FOR
PTWs
in Korea, including many new national roads, are
sometimes designated “automobile-only”, thereby
-1000
also prohibiting PTWs. There is no underlying
rationale for imposing such motorcycle bans.
MOTORCYCLE
-1500 > 250 CM
3
These bans severely limit the utility and enjoyment

-2000 of large displacement PTWs, whether for basic
transportation or leisure touring, making them
TOTAL BALANCE
-2500 undesirable to the average Korean consumer.
-300 Similar prohibitions exist in some other Asian

Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec. Jan.-Dec.
2000 2001 2002 2003 2004 2005 2006 2007 2008 countries, in particular in China, the first worldwide
market for PTWs (in terms of units) as certain cities or
districts limit PTW registrations, while others simply
prohibit PTWs from circulating.
Tariffs and Taxes

In addition to a significant set of taxes (luxury
tax, some form of VAT, registration tax, etc.), many
countries maintain motorcycle tariffs. These duties
and taxes raise the retail price of PTWs to levels far
exceeding the means of most customers. In this
respect, India with a market ranging in the area of 8
million PTWs, imposes a 100% tax, leading the group
of countries with the highest import duties.
41
The removal of this extraordinary duty would establish
a fair and balanced situation of the exchange terms Selection of some of the highest PTW import
between these countries and the European Union. duties
- India 100%
High Potential of PTW Exports - Vietnam 90%
Asian and South American motorcycle markets - Thailand 60%
represent a very significant growth potential, in - Philippines 30%
terms of PTW sales. In the short term, 4-5 years, - Malaysia 30%
the value of ACEM manufacturers products could - Brazil 20%
easily reach a balance, should the aforementioned - Argentina 20%
barriers be removed. This scenario could easily lead
to a positive exchange balance in terms of value in
favour of the EU and, with the further expansion of
distribution capabilities , exports could reach around
one billion €.
Selected figures of PTW Asian markets:
(million units 2008)
- China 17.3 +
- India 7.3
- Indonesia 6.2
- Thailand 1.7
- Philippines 0.6
UN-ECE regulations
A short term introduction plan of all PTW
related UN-ECE regulations in South-East Asian
and South American countries would certainly
result in a harmonized situation beneficial for
manufacturers and consumers.
42
A C
E M
HOW DOES ACEM WORK?
R e
ACEM’s membership is composed by 12 manufactur- ACEM Organisational Chart:
p
ers and 17 national associations of 14 countries with
o
business activities and interests in all the EU and be- Stefan Pierer, President (KTM)
r
yond. In order to ensure its mission, the Association is
t
structured in Committees, each addressing a specific Hendrik von Kuenheim, Vice President
policy field. Where required ACEM sets up task forces (BMW Motorrad)
made up by experts pursuing specific goals.
Leo Francesco Mercanti, Vice President
The 5 Committees deal respectively with Integrated (Piaggio Group)
Transport Policy, Environment, Regulatory Affairs,
Road Safety and Market Policy. A Coordinating
Committee oversees the activity of the Committees. • Dietmar Krohm, Coordinating Committee
(BMW Motorrad)
ACEM permanently liaises with the European
Institutions such as the European Commission, • Kathrin Stolz, Legal Affairs Committee (BMW
the European Parliament, the European Economic Motorrad)
and Social Committee and, through its members,
the Council of Ministers. Technical matters related • Pascal De Jonge, Road Safety Committee
to PTWs are dealt by ACEM with the European (Honda Motor Europe)
Committee for Standardization.
• Bob Mills, Environment Committee
As a member of IMMA, the International Motorcycle (Triumph)
Manufacturers Association, ACEM is represented
within UNECE, the United Nations Economic • Garry Brumfitt, Market Policy Committee
Commission for Europe, and the International (Harley-Davidson Europe)
Transport Forum under the aegis of the OECD
(Organisation for Economic Co-operation and • Craig Carey-Clinch, Integrated Transport
Development). Policy Committee (MCIA)
ACEM takes part in the Motorcycle Community,

together with FEMA (Federation of European
Motorcyclists’ Associations) and FIM (Fédération
Internationale de Motocyclisme).
ACEM is a member of the Forum for Automobile and

Society, and of Mobility for Prosperity in Europe.
43
The Activity of ACEM’s Committees
A presentation by commitment of taking part to the discussions with
ACEM’s Coordinating the European Institutions in a proactive way.
Committee Chairman
To safeguard the future of the motorcycle industry in
Dietmar Krohm Europe, its employment as well as its contribution to
transport, it is necessary to transform challenges into
“Providing a long term per- opportunities balancing short term difficulties with
spective for an innovative, the long term opportunities that lie ahead. That be-
competitive and sustain- ing said, in the current difficult economic context, it
able Powered-Two-Wheeler is also fundamental to keep the focus and establish
industry in Europe” priorities and objectives, which can be achieved.
Passion and emotions, this is how the Powered Two- ACEM developed specific agendas in fields such as
Wheeler sector is generally seen. In spite of this par- competitiveness, intellectual property rights, road
tial perception, the motorcycle industry constantly safety, environment, and mobility - with a special fo-
questions its mission and its products with the am- cus on urban mobility.
bition of delivering vehicles and products that are
not only welcomed by customers for their mobility ACEM’s industry commitments give further momen-
needs and leisure activities but also contribute to the tum to the strategy of the sector setting tangible
development of the economy in a responsible and goals that will shape its future. More lie ahead but the
durable way. discussions held within the Coordinating Committee
all aim at strengthening an innovative, competitive
As an industry active in the European manufactur- and further sustainable Powered Two-Wheeler in-
ing sector we have a major interest in paying spe- dustry in Europe.
cial attention to the economic and social aspects of
our business. This is why we looked into the many Providing a long term perspective that will lead to
challenges faced by our industry and elaborated a this objective in a coordinated way. This is the task
strategy aiming at carrying the PTW industry further that underlies the Coordinating Committee’s works.
toward a secure and sustainable future.
As any other manufacturing business the Motorcy-

cle Industry has always faced challenges and oppor-
tunities. In order to anticipate the market as well as
expectations from policy makers and stakeholders,
ACEM has undergone a wide-reaching process of
analysis which identified priorities and lead to the
44
A C
E M
R e
Integrated Transport Transport Policy Committee to discuss these chal-
Policy Committee
p
lenges and contribute to the public policy debate on
o
urban mobility.
r
Craig Carey Clinch
t
The Committee also works closely with National As-
“Thanks to their limited di- sociations, in order to generate initiatives at Member
mensions PTWs do not suf- State level. The Committee has also been proactive in
fer from, nor create, conges- considering how best to develop the role of National
tion “ Associations and their consideration of European is-
sues with Member State governments.
A broad range of issues are considered from inte-

Congestion, lack of integrated transport policies and grating PTWs into transport plans, to more specific
underdeveloped infrastructure prevent mobility, measures such as reducing PTW users vulnerability
economic growth and quality of life in Europe. This through positive traffic management and infrastruc-
challenge is true especially for European cities where ture measures. Other key measures include access
80% of the population will live in 2020 and deserves to bus lanes and recognition of the positive role of
dedicated strategies where PTW can prove a sustain- PTWs in, traffic congestion reduction, reduced jour-
able way to solve the problem. ney times, lower costs and a better environment.
Cities need efficient transport systems to support The Committee developed and published the ACEM
their economy and the welfare of their inhabitants. infrastructure guidelines, which have been dissemi-
Around 85% of EU GDP is generated in cities. Urban nated to a wide range of public authorities and road
areas face today the challenge of making transport safety organisations. The Committee initiated and
sustainable in environmental (CO2, air pollution, developed the ‘Lucky 13’ campaign in order to raise
noise) and competitiveness (congestion) terms while rider awareness of infrastructure issues and their ef-
at the same time addressing social concerns. fect on safety. ‘Lucky 13’ has appeared in numerous
European publications.
Urban mobility is of growing concern to citizens. Nine
out of ten EU citizens believe that the traffic situation In considering the safety ‘triangle’ (vehicle-human-
in their area should be improved. The choices that infrastructure) the Committee is demonstrating that
people make in the way they travel affects not only ACEM is playing its part in the shared responsibility of
future urban development but also the economic PTW safety in a holistic fashion. ACEM invites public
well-being of citizens and businesses. In recent years authorities to take notice of good practices in trans-
cities have experienced a boom in PTW use with port policy and roads infrastructure as they relate to
increases of 87% for cities such as Rome and Barce- PTWs and integrate them into as soon as possible in
lona. For these reasons ACEM appointed a Integrated their key transport policies.
45
Road Safety Committee ty Coordinator, is in charge of overseeing ACEM’s in-
volvement in European projects that aim to improve
Pascal De Jonge the safety situation for motorcyclists. One of the
most prominent projects currently ongoing in which
“Safety is one of the top pri- ACEM is involved in, is eSum, identifying, developing
orities for the Powered Two- and demonstrating measures designed to deliver
Wheeler industry” safer urban motorcycling.
Powered Two-Wheelers need a specialised approach

when it comes to accident analysis. The Safety Com-
mittee is working with accident researchers to en-
sure that a future, EU-funded large scale accident
ACEM members discuss and develop within the data collection and analysis project effectively incor-
Safety Committee industry positions and proposals porates the unique specificities of motorcycles and
on all safety related type-approval issues, whether their dynamics.
they are to be introduced in the European Union
or at international level (UNECE). Currently, ACEM’s The Road Safety Committee, in close cooperation
Safety Committee is deeply involved in working with the relevant authorities, also supervises and
with stakeholders on the future EU PTW Regulation, develops the safety initiatives that the PTW industry
aimed at simplifying motorcycle technical legisla- have collectively engaged in, such as creating a man-
tion and introducing new safety requirements. This datory scheme for periodical roadworthiness inspec-
new Regulation is expected to be implemented from tion for PTWs, developing a European standard with
around 2013. safety requirements for non type-approved motorcy-
cles used on private terrain, etc.
ACEM’s “Brake Commitment”, proposing a 75% target
of motorcycles to be equipped with advanced brak- Last but certainly not least, ACEM’s Safety Commit-
ing systems by 2015, is one of the measures devel- tee will guide the industry towards an optimum par-
oped with the contribution of this working group. ticipation in the upcoming 4th Road Safety Action
Programme, currently under preparation by the EU
The Safety Committee, together with the ACEM Safe- Commission.
46
A C
E M
R e
Environment Committee stage for mopeds and a EURO 5 stage for motorcy-
p
cles in 2015. These would reflect the same emission
o
Bob Mills reduction process undergone by passenger cars.
r
These two steps allow a quick reduction of emissions
t
“Playing our part in reducing and comply with industrial design and production
emissions” constraints. Moving from current Euro 3 to Euro 5 will
determine a 50% reduction of motorcycle pollutant
emissions.
Although the CO2 contribution of motorcycles,

mopeds, tricycles and quadricycles to overall trans-
port is marginal, ACEM members are committed to
The ACEM Environment Committee focuses on a playing their role in reducing CO2 in transport. This
wide-range of subjects relevant to the PTW industry. is why ACEM members support the introduction of
Members come from both manufacturers and na- CO2 measurement for PTWs as part of the upcom-
tional associations, bringing together a wide range ing Euro stage as a necessary first step in the direc-
of expertise, knowledge and experience. tion of a CO2 strategy for PTWs. Labelling would then
become possible to ensure objective consumer in-
The mission of the committee is to develop the information. The committee is proactive, with a long
dustry’s environmental policy, with the overall objec- history of participation in major motorcycle-specific
tive of reducing the environmental impact of prod- environmental projects such as the world harmo-
ucts and processes. nised emissions test (now a UN ECE global technical
regulation) and the ISO noise test.
Recently the industry presented the Commission
with a roadmap towards parity with cars. Over the Currently the committee is heavily involved with the
last decade PTWs already achieved remarkable European Commission in co-operatively developing
progress in reducing their environmental impact; the future Powered Two-Wheelers technical legisla-
ACEM members nevertheless propose to achieve tion which will lead to an improved participation of
parity of motorcycles with passenger cars Euro 5 in motorcycles, scooters and mopeds in the mobility of
2015, for pollutant emissions. In the context of up- European citizens.
coming regulatory discussions within DG Enterprise
of the European Commission, ACEM’s proposal is to Other significant work items currently include partic-
introduce a EURO 3 for mopeds and a Euro 4 stage for ipation in developing a revised ECE R41 noise regu-
motorcycles in 2012, accompanied by a more strin- lation, and keeping abreast of horizontal legislation
gent emission test cycle, and followed by a EURO 4 that impacts our industry.
47
Market Policy The expertise and experience of manufacturers in
Committee marketing and advertising is drawn upon by this
committee to develop campaigns to get the mes-
Garry Brumfitt sage across to riders and all other road users of the
importance of riding and driving with care and re-
“The market in which the spect, understanding and appreciating each others’
European Motorcycle Indus- strengths, weaknesses and vulnerabilities. Industry-
try operates is facing greater wide guidelines are designed to ensure that the in-
and greater challenges” dustry’s own marketing and advertising activities fall
within these parameters.
In order to accompany the developments of the

The motorcycle market is now truly global with Pow- market the Market Policy Committee develops and
ered Two-Wheelers being exported from Europe to promotes training programmes to improve riders’
all corners of the world and, of course, machines skills and cognitive powers and works with other
coming into Europe from all established markets and like-minded groups to ensure their proper integra-
many emerging markets which are becoming world tion into the ongoing work towards safer motorcy-
leaders. The Market Policy committee works with the cling. Against this backdrop this Committee recently
EU and other countries to try to ensure fair and equi- decided to devise a strategy to encourage the proper
table trade between all nations in the world. use of Protective Clothing and Equipment to ensure
improved comfort for the rider and improved protec-
The PTW industry needs information with which to tion in the case of accident.
measure and plan its activities towards ensuring that
it is always able to provide the machines which the The Market Policy Committee works with the EC in
customers want and which are acceptable to soci- developing licensing schemes to encourage the safe
ety. To this end ACEM collects and produces statistics and proper integration of Powered Two-Wheelers
which are available to ACEM Members and it is cur- into the transport mix. Much of this work is currently
rently exploring the possibility of forward forecasting being directed towards the proper integration of
market trends to again help the industry planning the Third Driving Licence Directive by the European
in providing what the customers and society want Commission and individual member states.
when they want them.
The Third Driving Licence Directive, coming into
The wellbeing of motorcycle riders and their vulner- force in 2013, will affect millions of users, as well as
ability to serious injury in the case of an accident is a the industry with the need to adapt production to
major concern to Industry all and forms the bedrock the new categories created by the directive.
of much of the activities of this Committee.
48
A C
E M
R e
Legal Affairs Committee all legal matters related to the transport and enter-
p
prise sectors., It collects and provides factual legal
o
Kathrin Stolz information to the members of ACEM in cooperation
r
with the other Committees.
t
“Focusing on regulatory is-
sues and providing informa- Fair and transparent competition is one of the fun-
tion and legal counsel” damental principles on which the European Union
is built. This is why so many efforts are devoted to
securing an open and equal market for everyone.
The Legal Affairs Committee works to protect the le-
gitimate use of brands and fosters the enforcement
of intellectual property laws. Investigating infringe-
The free trade represented by the common market ments and counterfeits are one of the main concerns
of the European Union ensures fair and equitable of this working group with the goal of safeguarding
competition in the interest of consumers and busi- trademarks and designs.
nesses. The role of ACEM’s Committee dealing with
legal matters is to provide counseling to the PTW in- Drawing on its expertise ACEM is able to design solid
dustry in specific matters related to legal and regula- and legally sound strategies in defending the posi-
tory issues when distortions arise. tion of the industry in the decision making process.
The Legal Affairs Committee is made up of experts Decisions of the Coordinating Committee containing
enabling ACEM to have a permanent input from the legal aspects are prepared by the members of this
daily business and priorities of the industry. Through committee as a response to and a cooperation with
the lawyers and other specialists represented in this the actors involved who influence the PTW Industry.
working group ACEM has access to a wealth of ex- Currently the priority issues identified by the Legal Af-
pertise and applied legal experience. fairs Committee include Block Exemption Regulation
on Vertical Restraints, intellectual property rights, the
The Legal Affairs Committee provides clear and ob- ACEM commitment on Advanced Braking Systems
jective information on the many legal aspects of the and the oncoming PTW Regulation.
PTW Industry and has engaged itself in monitoring
49
ACEM Secretariat
The office of ACEM is based in Brussels, where a staff
of 7 persons work together to coordinate and imple-
ment all the activities of the network. The ACEM of-
fice is responsible for supporting the various Com-
mittees and Working Groups, for preparing meetings Veneta Vassileva
and conferences, and for providing a range of infor- Safety Coordinator
mation and other services to members. v.vassileva@acem.eu
Jacques Compagne Adedoyin Adedipe

Secretary General Marketing Database Operator
j.compagne@acem.eu a.adelope@acem.eu
Antonio Perlot Rita Sterckx

Public Affairs Manager Financial & Administrative Manager
a.perlot@acem.eu r.sterckx@acem.eu
Filippo Segato Hélène Temmerman

Communications Officer Assistant
f.segato@acem.eu h.temmerman@acem.eu
50
A C
E M
(Footnotes)
R e
1
Further reading. ACEM Position Paper on the 3rd Driving Licence Directive (2006/126/EC): www.acem.eu/
cms/3dld.php
p
o
r
2
The Handbook can be downloaded at http://www.acem.eu/cms/publications.php
t
3
Study on possible new measures concerning motorcycle emissions - Laboratory of Applied Thermodynamics,
Mechanical Engineering Department, Aristotle University, Thessaloniki - November 2008
4
Study on possible new measures concerning motorcycle emissions - Laboratory of Applied Thermodynamics,
Mechanical Engineering Department, Aristotle University, Thessaloniki - November 2008
5
CIAcem: the European registration database project developed by ACEM manufacturers
51
ACEM, The Motorcycle Industry in Europe
Av de la Joyeuse Entrée, 1 B-1040 Brussels, Belgium | Tel +32 2 2309732 | Fax +32 2 2301683
www.acem.eu
52
#!
! !"
!

"""
$ " !
Association des Constructeurs Européens de Motocycles
Avenue de la Joyeuse Entrée, 1

1040 Brussels
BELGIUM
Phone : +32 (0)2 230 97 32
Layout & Production: www.altitude.be
Fax : +32 (0)2 230 16 83

Website : www.acem.eu

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The Motorcycle Industry in Europe

The ACEM Members • ANCMA, Associazione Nazionale Ciclo Motociclo

The Powered Two- A thriving industry is at the core of Europe’s

Upon its creation, the manufacturers of motorcycles

Motorcycles, scooters and mopeds are not chosen

The need for an efficient and sustainable mobility has

* “2 roues motorisés Euro3 : progrès

The PTW share in Paris traffic increased by

Through a cost-benefit analysis, weighing

* “ La contribution des deux roues motorisés à

ACEM participated to the consultation process

Improve the Knowledge

Projects ACEM PTW manufacturers and three major

In developing, manufacturing and marketing their 30.0 HC g/km

Achieved progress 8.0 CO g/km

in Brussels on 1 December 2008, to set two new

The proposal will be accompanied by a more Euro 4 limit values

Introduction of new emissions reduction stages proposed by ACEM

0.25 0.5 15 Total

Motorcycle noise Servicing also makes an important contribution to road

Currently, a majority of Member States have introduced

However, PTWs are the only vehicle not falling under

- Number of commercial brands in

Another characteristic is given by the management

Top 3 European markets in 2009

PTWs Motorcycles Mopeds

0 PTW Circulating Park Evolution and Forecast

PTW split by cc Class - EU 2008 40,000,000

21% 501-750 cc 20,000,000

251-500 cc 751-1000 cc 15,000,000

The new EU 12 countries recorded a -36% -24%

Medium-term measures to bolster demand for PTWs

market and the environment, as the most polluting

Regulation 2790/1999 brought benefits to PTW manufacturers, dealers and consumers:

Extra-EU exports 2000-2008 in million € Extra-EU imports 2000-2008 in million €

These bans severely limit the utility and enjoyment

-300 Similar prohibitions exist in some other Asian

Tariffs and Taxes

ACEM takes part in the Motorcycle Community,

ACEM is a member of the Forum for Automobile and

As any other manufacturing business the Motorcy-

A broad range of issues are considered from inte-

Powered Two-Wheelers need a specialised approach

Although the CO2 contribution of motorcycles,

In order to accompany the developments of the

Jacques Compagne Adedoyin Adedipe

Antonio Perlot Rita Sterckx

Filippo Segato Hélène Temmerman

Association des Constructeurs Européens de Motocycles

Avenue de la Joyeuse Entrée, 1

Fax : +32 (0)2 230 16 83

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