The Motorcycle Industry Council (MIC) announced today that the proportion of female motorcycle owners in the USA is on the rise, with 19% of the industry now comprised of women.
That figure is strong increase from the 14% ownership rate that was reported just three years ago, and it shows the changing demographic within the motorcycle industry.
The United Kingdom has a new law, requiring companies with 250 or more employees to report to the authorities the earnings of its workers, by gender.
The topic has been a sticking point in the British news cycle right now, with woman across the company showing median earnings that are 12% lower than men, which is a sizable gap in income equality.
Where does the British motorcycle industry falls into place in all this? Well as Visordown initially reported, that is more difficult to say, as it appears that only Triumph Motorcycles meets the reporting criteria, amongst motorcycle manufacturers.
In many ways, the MotoGP season is structured like a Hollywood action blockbuster. There is preseason testing, the opening sequence in which we are introduced to the main cast of characters.
After the opening credits, we start off by flying across continents to a range of exotic and colorful locations, where the first threads of plot are laid out, some of which will turn out to be red herrings later in the season.
There then follows a regular sequence of dramatic action sequences, the narrative of the season taking dramatic twists and turns along the way.
If MotoGP is a Hollywood blockbuster, then the Pacific triple-header of flyaway races is the frantic last 10 minutes, where the protagonists face off again and again leaving the audience barely a moment to catch their breath.
It is where the battle for MotoGP reaches its crescendo, the drama of the season raised to another level and compressed into the briefest of windows. The flyaways are intense.
If the fans feel the triple header takes its toll on them, just imagine what it’s like for the riders. Back-to-back races within Europe are usually manageable, as the riders are only a few hours away from their homes, and spend the weekends in their motorhomes, which are a home away from home.
For the flyaways, the riders spend four weeks on the road, moving from hotel to hotel. They kick off the trip with a 15-hour flight to Japan, follow it up with an 11-hour flight from Japan to Melbourne, then another 9-hour flight to Malaysia.
The data continues to support the notion that sport bike sales are contracting, with Powersports Business releasing a report that sport bike sales dropped by 4.7% over a 12-month period that ended in October 2016.
According to the dataset put together by Statistical Surveys Inc., 75,469 sport bikes were registered in the United States during last year’s time period, compared to the 79,225 motorcycles that were registered the previous year.
While the general trend across the country is a drop in sport bike sales, the research also showed some interesting locations where sport bike sales actually increased dramatically, showing that there may be a location element to the demise of the sport bike.
What is the difference between winning in Moto3 and finishing at the back? The glib answer is “about 50 seconds”, but there must be an explanation for that gap.
It is a question which many have pondered, and to which there are few easy answers. Clearly, there is a difference in equipment, level of ability, and the ability of the team to get the set up right. But is there anything we can identify directly?
The one factor which we might be able to see in the lap times is the effect of hard work. Motorcycle racing is (paradoxically) a physically demanding sport, and physical fitness is one factor which a rider has in their own hands. Training, and dedication to training, could be a factor which makes a difference.
It may not be the difference between first and last, but it could well be the difference between finishing in the points and finishing at the very tail end of the field.
When the rules limiting the number of engines each MotoGP is allowed to use were first introduced, their usage was followed hawkishly.
After pressure from veteran US journalist Dennis Noyes and myself, and with the assistance of Dorna’s incredibly efficient media officer, IRTA and Dorna were persuaded to publish the engine usage charts.
These were pored over constantly, searching for clues as to who might be in trouble, who may have to start from pit lane, and who would manage until the end of the season. How the world has changed since then.
According to a preliminary report by the Governors Highway Safety Association (GHSA), motorcycle fatalities dropped 7% for 2013. The drop is the second time in five years that fatalities on a motorcycle have decreased (the last drop was in 2009), with 4,610 motorcyclists dying last year, compared to the 4,957 in 2012.
The report by the GHSA is based off the first nine months of 2013, and shows that fatalities dropped in 35 states (along with the District of Columbia), increased in 13 states, and remained the same in 2 states.
The US Center of Disease Control and Prevention (CDC) has issued an interesting report regarding the economic impact of motorcycle helmet laws, based on data from 2008-2010.
While the takeaway shouldn’t surprise anyone, as it doesn’t take a genius to understand that more riders helmeted means fewer fatal crashes from motorcycles, the figures coming from the CDC with that observation are a bit shocking.
According to the statistical analysis done by the CDC, riders wearing helmets during a motorcycle crash were 37% less likely to receive fatal injuries than riders that were not wearing a helmet.
Additionally, states with universal helmet usage laws are estimated to have save 4x as much in economic costs associated with medical, productivity, insurance, legal, and other expenses. For 2010, the total economic impact of having helmeted riders topped $3 billion in savings. Chewy.