Motorcycles in your bus lane

So why is it a good idea to let them in bus lanes when the trial showed a dramatic increase in the number and severity of casualties?

One study showed a safety benefit, another showed a safety reduction. Therefore more studying is needed. Simple.

Just because one set of numbers is more palatable to the LCC doesn't make it more accurate.

As the increase in cyclist collisions has been demonstrated to have absolutely nothing to do with motorcycles being allowed in bus lanes the LCC should have no problem with letting the trials continue.

The increase in collisions for motorcyclists has been shown to be caused by vehicles turning in to the bus lane without checking it is clear. For this you blame the motorcycles and demand they should be banned from bus lanes.

The increase in collisions for cyclists has been shown to be caused by vehicles turning in to the bus lane without checking it is clear. And yet you don't blame the cyclists and demand they should be banned do you? Instead you somehow continue to blame the motorcycles and demand they should be banned from bus lanes. Not only does your conclusion not follow from the evidence, it is hypocritical.

Texas, misleading and irrelevant evidence is actually worse than no evidence.
I tried quickly but I cannot find anything with figures more recent than 2003, before any emissions standards came in, yet even these support my assertion and discredit the skewed version presented by the CTC.

Euro III for motorcycles states that they may not emit more than 0.3g/km of hydrocarbons, 0.15 g/km of NOx and 2.0 g/km of CO. Every motorcycle sold in Europe since 2006 will (must) meet these figures. Compare this with some of the graphs in http://www.islington.gov.uk/DownloadableDocuments/TransportandStreets/Pdf/final_sustainable_transport_strategy/AppH_MandSActionPlan.pdf and you'll see what a big reduction this is.
However, it would be a total guess as to what proportion of motorcycles currently on the road are post-2006, and we know that motorcycle activity in London has increased. Until another study is done we can only hope that the lower emissions offsets that increase.

The Mayor’s Air Quality Strategy, 2004, quoted in the above document, says
‘Motorcycles make a very low overall contribution to road traffic
pollution because of the relatively low numbers in operation in
London. They currently contribute 0.1 per cent of NOx emissions
and 0.6 per cent of PM10 emissions occurring in Greater London,
for 2.1 per cent of the vehicle kilometres travelled. However,
motorcycles tend to be more prevalent in central London, and
therefore have a greater impact – 0.2 per cent of NOx emissions
and 1.4 per cent for PM10, for 5.4 per cent of the vehicle
kilometres travelled. This contribution would increase if the
proportion of motorcycles increases.’

The Government's Motorcycling strategy, published in 2003 (same source) states
‘On average, the emissions performance of motorcycles
compares favourably with that of cars, although on an individual
basis this assessment is dependent on the pollutant under
consideration, the type of motorcycle and the way it is ridden.
However, the total level of urban emissions from motorcycles is
minimal compared to other traffic sources. In 2003 NOx emissions
from motorcycles were estimated to be 0.97 kilotonnes (kT)
compared to a total of 450.35 kT from road transport; for HC
motorcycle emissions were 12.73 kT against a total of 275.63 kT
from road transport. Our priority will be to focus on the more
significant sources, whilst looking to the motorcycling industry to
further refine engine and emissions performance for motorcycles.’