So what are the regulations,

how are they applied, and what happens if your bike fails the test? Neil Freeman, the man behind the creation of the test software and the driving force behind a test scheme for motorcycles being implemented (until then, as per usual bikes had been largely overlooked), sat down with me to clear up a bewildering range of misconceptions and ‘bloke down the pub said so’ stories doing the rounds.

MB: Neil, what made you take up the issue of motorcycles and how they would be impacted by ULEZ? NF:

After accepting that it was really going to happen, I, like everyone else, had very real fears of not being able to afford a compliant motorcycle as, of course, the price for ULEZ exempt motorcycles would have been pushed up. About three months before it came into effect I had it confirmed to me that TFL only required the Oxides of Nitrogen value of the emissions to be Euro 3 compliant, not all the Hydro Carbons or Carbon Dioxide. That seemed like a very fair position to take, as it opened a whole extra group of bikes that would be exempted. The issue was that, for the most part (Honda being a notable exception) the vast majority of new motorcycle importers in the UK hadn’t had Certificates of Conformity tests done for models imported before 2007, as it wasn’t a legal requirement till then. Meaning, there would be a group of bikes that would comply with the Euro 3 level of Nox, and it began there really.

MB: How helpful was Transport for London (TfL) during this process? Without your intervention, do you think there would have been a block

application of ULEZ to all pre-07 bikes? NF:

I would describe TFL’s position in the early days as ‘encouraging’, while at the same time very strict on the test standards. I don’t think for a second they would have blanket banned pre-2007 bikes; the ‘line in the sand’ isn’t age, its emission levels for Nox, so it’s up to the consumer to prove their Nox emissions if the manufacturer can’t supply a CoC.

MB: The target is less than 0.15g/km. Obviously, bikes manufactured after 2007 pass this (as they will have a catalytic converter fitted as standard). Can all pre-2007 bikes potentially pass? NF:

Most certainly. Because its only Nox they require the data for, quite literally any petrol motorcycle ever made can be made to comply.

MB: My wife’s bike passed the test. If she had a friend with the same bike (make/model) is their bike now also exempt? NF:

That’s a good question. The easy answer is, ‘Certainly not’! Hondas in general test very well, as it does appear Honda made moves early on to keep emissions low (based on the data we’ve recorded). But, of course, every bike has had a different life , and it’s unreasonable to expect every bike to test the same based purely on this. However, its very reasonable to say a 1998 Honda Shadow 600 in the same condition (and used regularly) would test very similarly to hers. But each bike needs testing individually.

MB: Before bringing your bike in to be tested, is there anything you should do first to improve its chances of passing? NF:

Use the bike for the week, fill it up with premium fuel. My rule is, if it’s running correctly, idles nicely, and doesn’t splutter or hesitate (basically runs as it should), it stands the best chance.

MB: One of the many misconceptions out there is, should your bike fail the test, it has to be scrapped. Can you please put this one to bed? NF:

That does surprise me. Nothing could be further from the truth.

MB: Thankfully, the bike I brought in passed with flying colours. If it had failed, could it have been made to pass the test with appropriate tuning? NF:

It would depend on the results I recorded from the test. That lovely condition 600 Shadow was as ‘stock’ as they come. Some bikes can be brought into the Euro 3 Nox levels with carburation changes (or often rectification in the case of aftermarket non OEM modifications), whereas some require the addition of a suitable catalytic converter.

MB: The converters you use, have they been specially manufactured for your purpose? I’m guessing there isn’t a ‘one fits all’ device? NF:

That was a big task indeed. The biggest hurdle there was pricing, also I do much time testing different matrix designs and constructions to get consistent results we could work with, but we got there quite quickly when I think about it. Initially, we had six different sizes and matrix designs, and it wasn’t long before we had three types that, once we have the data from the test we can guarantee what result we will get from fitting a particular cat to a particular situation.

MB: So, the bike needs a CAT. It wasn’t set up to have one fitted in the first place. How and where would it go? As we have the Shadow here, let’s use that as an example. NF:

Where we fit them is dictated by the bike. There is a position that we learned the cat is most efficient. However, that isn’t always possible due to the constraints of exhaust (and bodywork) design, so often we compromise outright efficiency for the reality of where it is as unobtrusive as possible, but still will work within the range we need to effect a pass.

MB: Obviously there is a cost involved. Can you give a ballpark figure and, thinking in ULEZ terms, how long before you’re ‘quids in’ not paying the charge? NF:

Thinking about it in terms of ULEZ daily charges, most bikes are less than a month of daily charges and a big job is often less than two months of daily charges.

MB: Right now, only the London LEZ applies to motorcycles. As other local schemes become more sophisticated, in time it is a fair bet that bikes will get included. I believe you are accredited to TfL only. That said, your test gives the accurate NOx reading, anyone else will need to approach their local authorities for a future exemption. If you are in an area where an LEZ has been or is being introduced, would you say it is worth getting your bike tested? NF:

Well, I guess it would be considered a wise move. That said, it seems other authorities exempt bikes. London has a large number of motorcycles and a massive population (compared to say Birmingham), I just wonder how many pre2007 (post-1982) bikes are actually riding round other centres.