For the last two years FIM has been attending the “Stop the Crash!” campaign events which feature motorcycle ABS as well as car safety technology. The most recent edition was held in Shanghai, China in October 2017. You can read more of this campaign at: www.stopthecrash.org
At Stop the Crash! in Malaysia in 2016 Piaggio (one of the largest producers of scooters in the world) announced that they would fit ABS as standard to the front wheel of the basic model that they sell in South East Asia.
Research cited by the European Transport Safety Council* shows that the average rider – in an emergency – can only apply 56% of the braking efficiency of a motorcycle. This means the average rider in that situation is braking only to the standards achieved by a heavy truck.
Anti-lock braking systems became standard on cars sold in Europe as long ago as 2000, first by voluntary action by the automobile manufacturers and soon after by law.
In Europe ABS for motorcycles above 125cc only became a legal requirement in 2016 as part of the safety aspects of the Euro 4 legislation.
For smaller motorcycles the only legal requirement is a combined braking system, which is not the same thing at all. A CBS system simply applies braking force to both the front and back wheel even if only one of the two brake controls is activated by the rider.
Fortunately, probably for reasons of economy, the motorcycle industry has generally fitted ABS to 125cc motorcycles and scooters now being sold in Europe.
The government of India has announced that in 2018 it will follow the EU and enact legislation for ABS on motorcycles. This makes sense since India is the largest producer of motorcycles in the world with annual production of 19 million units much of which is high quality ABS equipped motorcycles for export to the developed world. – So, there is no reason why the Indian consumer should not benefit from advanced technology as well.
ABS will not make a motorcycle stop in a shorter distance. It will prevent wheel locking which most times leads to a fall. Once riders realise this they can apply the brakes more effectively and take action to improve their braking performance as a result.
*Ecker & Wassermann, 2001. - Cited at page 11 of the ETSC report Vulnerable Riders published in 2008.