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Why We Crash Based on Science

I know that talking about crashing can harsh your mellow. But, I’m betting you’ll want to know how to avoid the expense and embarrassment of an avoidable mishap. One way to increase your chances of arriving home unscathed is to learn from other riders’ mistakes. That’s where the Motorcycle Safety Foundation (MSF) and the Virginia Tech Transportation Institute (VTTI) come in.

These two organizations teamed up to create an updated study identifying factors that increase the risk of crashing. This is good news, because the last comprehensive study was published way back in 1981. That’s when USC professor Harry Hurt published his findings of 900 investigated accidents and 3,600 police reports of crashes in and around Los Angeles. The problem is that the results of The Hurt Report were based on eyewitness accounts, rider interviews and police reports, which are often unreliable and inaccurate.

What’s different about the new study is that it uses a “naturalistic” approach, recording the actions of 100 participating riders and then documenting factors that resulted in crashes and near-crashes as they happen. Data is captured by GPS, accelerometers, gyros, lane trackers, forward radar and five unobtrusive video cameras connected to the bikes.  This technology dutifully observed and chronicled every move in actual riding conditions over the course of 366,000 miles in and around California, Florida, Virginia and Arizona. The average length of rider participation was one year.

The ages of the volunteer riders ranged from 21 to 79 years of age with roughly one-quarter being female. 41 riders owned a cruiser, 38 had a touring bike and 21 piloted sportbikes. Riding experience ranged from 1 month to over 50 years with pre-study annual mileage ranging from 40 to 40,000-miles. 65% attended and passed at least one rider course. For reference, the national average of formally trained riders in 2014 was only 44%.

Over the course of the study, 30 of the 100 riders crashed. That’s a rather big percentage, but it makes more sense when you consider that over half of the crashes (17) were low speed falls. Past studies didn’t include mundane tipovers, because nobody reported them. These crashes can be very dangerous and can result to injuries, disabilities or even death. If the road accident involves a commercial truck, the victims should contact a truck accident lawyer to ensure that their rights are protected. Injured riders who were rendered disabled because of an accident may consult with a social security disability lawyer to determine if they qualify for disability benefits.

The study doesn’t include conclusions about why riders crash or how to prevent a crash, so I will share my thoughts as we go on. First, let’s list the 30 crash scenarios:

  • Low speed ground impact (17 crashes)
  • Leaving the road (3 crashes)
  • Colliding with a vehicle turning left at an intersection (3 crashes)
  • Rider striking the back of another vehicle (2 crashes)
  • Vehicle crossing the rider’s path (1 crash)
  • Being rear-ended (1 crash)
  • Getting cut-off by a driver traveling in the same direction (1 crash)
  • Poor curve negotiation (1 crash)
  • Falling once underway (1 crash).

The descriptions of the crashes are a bit vague, but you get the idea.

A surprising number of riders rear-ended other vehicles.

Besides crashes, the naturalistic approach allowed the researchers to “witness” and record 122 near misses. This information helps the researchers identify factors leading up to the mishap.

Many of the study’s tables combine both crashes and near-crashes to identify the most common situations that increase risk. I went ahead and paraphrased the report’s most significant findings to save you from having to decipher the data yourself. You’re welcome.

  • Slow speed maneuvers are a problem. “Low speed ground impacts” account for over half of the recorded crashes. Whether you consider a slow speed tipover a “crash” or not, these pesky drops are quite common and can cause significant misery. Most are due to insufficient speed, mainly when starting, stopping or making a U-turn.
  • Curves are dangerous. 55% of the recorded single-vehicle mishaps happened in curves, mostly in right-hand turns and are usually the result of weak cornering skill and/or a too fast entry speed. We can also include poor visual skills as a common contributor to cornering mishaps.
  • Intersections are hazardous. No surprise here. Careless drivers surely can be blamed for not double-checking before proceeding, but too often a big load of responsibility lands squarely on the rider. You must remember that because of your bike’s relative small size it is difficult for drivers to see you or judge your approach speed and closing distance. Slowing down and selecting a lane position that allows others to see you can avoid the majority of mishaps at intersections. You also want to watch for signs of vehicle movement and cover your brakes just in case.
  • Rear-ending other vehicles is more common than you think. The number of riders running into the back of another vehicle is surprising. Typically, insufficient following distance, inattention, and a failure to recognize and respond to stopping traffic are likely causes. You can also count on target fixation and weak emergency braking skills as factors.
  • Beware of blind Spots. The study recorded several incidents where a vehicle traveling in the same direction nearly sideswiped the rider. This frequently happens when a driver fails to check twice before changing lanes, but is also caused by riders surfing in drivers’ blind spots. Don’t blame the driver if you are hiding.
  • Lack of knowledge, inattention and weak control skills increase risk by 9 times. This combo can result in a multitude of problems like running a red traffic light, failing to recognize a crash as it unfolds, failing to negotiate a corner, dropping the bike during a slow speed maneuver, or running into the back of a stopped vehicle.
  • Excessive speed and aggressive riding are particularly perilous. The study concludes that riding too fast and passing, particularly on the right, increases the risk of crashing by 18 times. Remember, cautious driving not only protects you but also others on the road. Get SR22 Insurance You Can Trust and Afford to stay protected. Check out this source for affordable insurance rates.
  • Aggressive riding combined with a lack of skill is very bad news. The risk of a mishap increases by a whopping 30 times if you mix squidly behavior with lack of knowledge, skill, and attention. That’s 30 times, people!
  • Tricky road conditions are challenging. Participating riders had issues with sloped surfaces and gravel or dirt roads. Uphill starts present problems for many riders as does maintaining control when riding downhill. Riders also have problems managing balance and traction on gravely surfaces.
  • Swerving may not be the best choice. Swerving to avoid an object often causes the bike to leave the roadway. This is likely if the rider has weak swerving skills. Many times it’s better to focus on stopping rather than swerving.
  • Animals, pedestrians and bicyclists need to be watched. People and animals can be unpredictable, so keep an eye out and cover your brakes!
Knowing how motorcyclists crash is a powerful tool for preventing a future incident.

The VTTI/MSF study confirms much of what we already know: that intersections and curves are dangerous and that aggressive riding is just plain foolish. It also reminds us of the importance of rider judgment, attitude, attention and knowledge so we can avoid situations that call for evasive action. And of course, it reinforces the need for excellent bike control.

You’d be smart to identify your own risky behaviors and then get to work to bolster your survival strategies and improve your control skills. Reducing risk does not fully nullify the possibility of a vehicle accident, as there’s no accounting for other drivers truly. You should look into auto accident attorneys and find one that you can call should you be involved in a collision, like this car accident lawyer sebring, as you will more than likely be preoccupied tending to your injuries.

Please don’t think that reducing risk comes at the expense of fun. It just isn’t true. The best riders know that a serious attitude, in partnership with well-developed mental and physical skills, makes riding both safer and more fun.

What are your thoughts?

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15 Tips for Better Track Day Passing

One of the most scary aspects for first-timers at a track day is being passed and passing.

Passing Someone

Let’s start with the responsible person in the passing situation…the passer.

Here are my top 10 tips to help track day riders learn to pass more skillfully.

Getting by someone who is significantly slower than you is rather easy…just be patient and make the pass with courtesy.

These 10 passing tips apply to all passes, but are particularly useful for the times when the rider is just a little slower than you.

  1. When passing on the brakes approaching a corner, try braking at the same spot you normally do, but brake a little lighter, rather than scaring yourself by braking later and harder.
  2. Offset your front wheel from the slower rider’s rear wheel…if they brake earlier, you can slip by…if you’re on their rear tire, you will have to slow when they slow.
  3. Most passing opportunities require you to decide early whether you will pass on the left or the right…many passing areas favor one side over the other, so plan ahead…no last second changes of plan, please.
  4. The passing rider will deviate from the ideal line to get past…kinda like moving into the passing lane on the highway. The rider being passed just stays in their “lane”.
  5. When passing after the apex to the exit on what was the inside, turn sharper to “carve” underneath… passing inside is done ONLY after the apex when the rider is standing the bike up out of the corner! SEE ILLUSTRATION.
  6. Plan to pass when the slower rider “opens the door”. This is when they move away from the edge of the track to set up for the next corner.
  7. Outside passing is okay, but Expect the “door to close” as the rider exits wide to the outside edge of the track…don’t get pinched!
  8. Get on the throttle 1/2 second earlier to gain momentum over the slower rider out of the corner….earlier, but smoothly!
  9. Look PAST the rider you want to pass. Resist locking eyes on the rider ahead. This makes it harder to get by and can lead to panicky moments if you run into a corner too fast becasue you weren’t looking ahead.
  10. Be patient! Passing is a game of strategy. Take a moment to recognize where you are faster and plan your move. You’ll have more opportunities if it doesn’t happen right away. You always have the option to get off the track and re-enter to separate yourself from a group of riders.

Remember it is the Passing Rider who is responsible for a clean and safe pass. The job or the rider being passed is to do nothing different.

No inside passing that would cause the slower rider to stand up once in the lean. Passing once the rider is past the apex and standing the bike up normally is okay.

Being Passed

Here are my top tips for Being Passed:

  1. Be predictable…do nothing different than you normally would if nobody was around you. Relax and stay on the preferred line. Stay in your lane. Passers will find their passing lane by you.
  2. Do not look behind you. I know that the lack of mirrors is disconcerting, but your job is to manage what is ahead of you, not what is behind. A loud bike may approach that may cause tension, but relax and remain predictable. Looking behind can cause you to drift off line and make it more difficult for the rider to get by you.
  3. Leave about 6 feet from the very edge of the track. We exit our corners wide, toward the outside edge of the track, but leave some space for a rider who may want to pass on the outside.
  4. Maintain your position on the straightaway…about the center of the track in many cases. Do not drift to one side to make room. A rider may be attempting a pass on that side and you will be pinching him or her.
  5. You can let people pass more easily on the straight by accelerating just a little less. Do Not go more than 5-10mph slower! That would be unpredictable, because the other riders will expect you to accelerate hard.

Basically, your job is to ride your own ride, meaning that you should do what you would do if nobody were around. Stay on the proper line and brake and accelerate as normal.

Before you know it, you won’t pay any attention to riders behind you.

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3 More Things that will Make You a Better Rider

Don’t bother reading this article if you are content with your riding level or if you have to ask why you should bother spending time and energy improving. However, if you want to increase your motorcycling enjoyment (and safety), then read on.

1. Surround Yourself with the Right people

Who you associate with matters!photo: Lance Oliver

Riding Companions

Align yourself with people who help elevate you to improve your skills rather than people who either stagnate your growth or hold you back. Some riders are not interested in growing, some are simply stuck in their ways, while others are unaware of the benefits of improving. Which people are more likely to help you become a better rider?

And associate with others who share the same level of respect for risk as you. Hopefully you cohorts wear protection and ride responsibly.

Internet and Riding Groups

Join groups that not only align with your riding philosophy, but also encourage and support skill development.

And make sure these groups share accurate information from reputable sources and the moderators aren’t afraid to correct well-meaning, but misleading or inaccurate information.

Seek additional sources to make sure group members know what they are talking about. If not, find another group.

Visit New England RIders

Inner Circle

These are your closest riding friends. These like-minded friends are willing and eager to talk about riding skills. Sure, they will talk about the latest bolt-on goodie or the newest model, oil or tire choice. But, at some point they will end up talking about what they recently learned about motorcycle handling, control techniques and the merits of a method they heard about but have not yet tried.

2. Look in the Mirror

The biggest roadblock to any growth is a lack of self-awareness.

Risk Tolerance

Maybe you like the feeling and danger that comes with having only basic riding skills, after all we don’t ride to be safe. But understand that the odds of you suffering the financial and personal costs is much greater than if your skills are advanced. Just like in investing, it’s crucial to hone your skills and knowledge to navigate the market effectively. If you’re seeking guidance, perhaps consider checking out Kiana Danial’s Invest Diva review to learn more about mastering the art of investing.

Ability to Recognize Mistakes

Blaming others is an impediment to growth. Even though “the other guy” may be legally at fault, ask yourself what you could have done to avoid being involved. Maybe nothing, but ask the question of yourself.

And remember that we don’t know what we don’t know. and that we are the worst judge of our true ability. The Dunning Kruger Effect says that the less experience you have at a task, the more you think you know. Don’t be caught out thinking you know what you need to know when you don’t.

Motivation

Hot on the heels of risk tolerance is motivation to grow. If the perceived reward of improved skill isn’t apparent, then motivation will be low. On the other hand, if you’ve been curious enough to discover just how deep the well of enjoyment is with the introduction of advancing skills, then you’re on your way.

Passion

Related to motivation is passion. It takes a lot of courage for beginner riders to make the leap into becoming motorcycle riders. The don’t exactly have passion yet, but they are motivated enough to spend the energy and resources it takes to get into this endeavor.

A certain level of sustained passion is one reason why people stick with riding over the long haul. But, at some point this passion will inevitably level off unless you seek out new opportunities…and growth is the more enduring.

Commitment

You have to be willing to put in some of your precious energy into making this growth happen. Read, watch videos and ask questions. In other words, seek to find out about what you don’t know.

You don’t need to spend money to get this process started, but at some point you should plan on setting aside money to take some training from professionals, which may include advanced parking lot, off-road, on-street or track day training.

Your Learning Style

Some people are impatient and want to cut to the chase, while others delve into the depths of learning something new. Some learn by absorbing information and then applying the technique, others learn best just by hitting the bullet points and then trying it out.

Whichever way you learn, understand that there are not any real shortcuts. Be patient.

3. Practice

Practicing is what converts theory into skills.

Knowledge is the first step, but knowledge alone will not make you a better rider! You must apply the knowledge by practicing.

Courage

You’re going to feel uncomfortable at first when trying something new. You may be afraid to fail or to look like a novice. This is normal. We all go through it. Back to my earlier point…find supportive friends and groups and get some training from a pro organization that has seen it all.

I know that many riders choose not to attend one of my courses or a track training day for fear of embarrassment. Remember, everyone is in the same boat as you. Sure, some will be more proficient or faster than you . So Relax.

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When a Rider’s Actions Make Matters Worse

The difference between a close call and a crash often points to the rider knowing the effect an action has on control. Unfortunately, a lot of motorcycle riders react incorrectly.

When faced with a life-threatening situation we will pull from our knowledge and experience to decide on a course of action. This means that the quality of your knowledge and experience directly affects whether you act correctly or not.

However, it’s important to note that avoiding an incident requires for you to also have sharp skills, well-developed habits and a keen sense of situational awareness to avoid being put into difficult situations in the first place. Without these important mental skills, you will continually find yourself experiencing close calls and poor outcomes.

Smart decisions prevent panic situations to occur in the first place.

Failure to Act

Excellent skills, effective habits and keen awareness still may not be enough. Even with these skills, it is likely that we will react to a life-threatening event with instinctual survival responses.

Human beings are hard wired to react to threats in a similar way our ancient ancestors did when faced with being eaten by a large predator. In this situation it was smart to freeze in our tracks to hopefully go undetected, and if that didn’t work we would run as fast as we could.

Motorcyclists who face a serious hazard often freeze. This can result in the rider acting too late, or not at all, does not lean the motorcycle further as needed to stay on the road when a corner tightens.

Incorrect Actions

After a moment of inaction often comes overreaction. A startled rider may overreact in a knee jerk manner by grabbing the brakes too hard or swerving in the wrong direction. Overreaction is often the root of many “I had to lay it down” scenarios. It’s common for panicked riders to stab the brakes when startled by a mid-corner problem, which can easily lead to a fall.

Oftentimes, there is no time to think. In this case, our mind does a split-second evaluation of the scene and signals the muscles and nerves to act. The action that occurs is not necessarily based on logic, and is surely not derived from thoughtful analysis about what is the best action to take.

Unfortunately, what the rushed and panicked brain concludes as a good idea is often a bad idea. Many riders who attempt to avoid a collision fail to execute the proper action. Often, a lack of mental foresight contributes to the poor outcome as your brain must use precious time to process the unusual event.

Target Fixation

It’s human nature for our eyes to fixate solidly on a hazard. This is called target fixation. Since we tend to go where we look, it is important to try to look for an escape, rather than at the threat.

Resisting the natural tendency to look at a threat is not easy. The trick is to condition yourself to look to the solution, not the problem. You do this by finding opportunities on every ride you take to train your eyes and mind to consciously look away from real or imaginary hazards

Panic braking can cause loss of control.

Panic Braking

One of the most common reactions when faced with the prospect of colliding with a car is to grab the brakes. While slowing down is usually a good idea, doing so by abruptly jabbing the brakes can lead to a skid and loss of stopping power and control.

A well-trained and practiced rider may be able to overcome the panic response and brake properly by applying the brakes fully without skidding. But, most motorcycle riders on the road are not that adept at emergency braking, because they don’t practice. This is why anti-lock braking systems are a good idea.

Read How Not to Suck at Braking

A lot of crashes that are the result of over braking occur in corners. This is because available traction is being shared between cornering and braking forces. It’s important to note that most ABS systems do not prevent a skid when cornering. However, bikes with the latest IMU technology take lean angle into account and is able to arrest a skid caused by overbraking while leaned.

Cornering panic is a very common crash scenario.

Cornering Panic

Cornering is one of the most challenging aspects of motorcycling. The act of leaning a heavy machine into a turn is something that challenges most people’s trust in physics. As humans, we are only comfortable leaning about 20 degrees. This comes from our built-in sense of safety.

Regrettably, many riders fail to fully train their brain to accept more extreme lean angles. These riders run off the road when a corner tightens more than expected, because they cannot force themselves to achieve the required angle of lean. Instead, they freeze and run off the road, or grab the brakes and skid to a fall.

Read How to Not Suck at Cornering

Swerving into Trouble

Swerving is a very useful maneuver for avoiding a collision. Unfortunately, well-executed swerves are not terribly easy to do, especially for new or untrained riders, because swerving requires the rider to act with confidence and authority.

Because swerving is an advanced skill that few riders are proficient at and because there is a great potential for error, it is often better to try and slow or stop before the hazard. It’s important to remember that swerving and braking don’t mix well.

Situational awareness is a key skill to master.

Expect the Unexpected

The best outcomes occur when the rider predicts that action is required before it becomes urgent. A rider who fails to predict that a car may turn left across his or her path at an intersection is at greater risk of having inadequate time to react appropriately to the situation.

In contrast, the rider who is continually on the lookout for the possibility of this scenario is already mentally and physically prepared and is more likely to act skillfully, and is less likely to act in a way that makes matters worse.

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9 Tips for Being a Perfect Passenger

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Being on the back of a motorcycle can be relaxing and fun, but make no mistake that being a passenger carries with it some significant risk and responsibility. Follow these tips to make the experience safer and more fun.

Insist on Safety

Before you decide to place your derriere on someone’s pillion you must make absolutely sure the person holding onto the handlebars is smart and skilled enough to keep both of you safe. I’d think twice about getting on a bike with someone who brags about riding fast, complains about close calls with “idiot cagers”, or seems to drop their motorcycle a lot. Tell him or her that you won’t play until their survival smarts, control skills and attitude toward safety improves.

ATGATT

You simply must dress for the crash. Even the best riders have mishaps. Always wear full protective gear no matter the temperature (even if your rider chooses not to). To keep comfortable, wear layers against wind chill and changes in temperature. More about riding gear here.

Mount with care

Before you get on the bike, make sure the passenger footpegs are in the down position and then wait until the rider says it’s okay for you to proceed. He should have both feet firmly on the ground with the front brake applied. If you’re tall enough you may be able to swing your leg over the seat with the other foot still on the ground. However, if you have short legs or the bike is tall, then you may have to use the footpeg to step up. This will throw the bike off balance, so make sure you step carefully and that the rider is ready.
Another method is for you to mount the bike first and then scoot from the rider’s seat backward onto the passenger perch. Make sure the bike is stable on its stand with the transmission in gear to prevent the bike from rolling. Try various methods until you find one that suits both of you. When it’s time to dismount, do so carefully so as not to unbalance the machine. Again, experiment to find the best method.

Be still

Once mounted, your job is to be as unobtrusive as possible so the rider doesn’t even know you’re on the bike. Try to relax to let the bike move fluidly beneath you. When riding at slow speeds be aware that even small shifts in body weight can cause balance problems. Also, keeping your feet on the pegs even when stopped makes it easier for the rider to maintain balance.

Hang on

Some riders ask their passengers to hold onto their waist, while others prefer them to use grab rails or a seat strap. Sporty riders may prefer one hand on the back of the fuel tank to brace for hard braking while the other hand grips a handrail. If your partner has a narrow enough waist you may want to look into tank-mounted passenger handle grips.

Anticipate and brace yourself

No matter your method for hanging on, you need to be attentive to what’s going on. Accelerating can cause you to fall backward and braking forces can slam you into the rider, so pay attention and brace yourself.

Lean with the Motorcycle

Motorcycles must lean to turn. Unfortunately, nervous passengers tend to sit upright, causing the rider to work harder when cornering. Instead, lean with the motorcycle. One helpful tip is to look over the rider’s inside shoulder.

Practice

Riding a motorcycle is challenging, which means that it takes practice to get it right. It’s smart to start your rides with a short warm-up session at a local parking lot. Practice braking and cornering to ensure you and your partner become unified teammates.

Say What?

Bluetooth communicators are great for sharing your excitement and alerting him or her of hazards that may not be obvious. Don’t be a backseat rider, but having two pairs of eyes on the job can be a good thing. Check out Sena Bluetooth and Mesh Communicators.

Anything to add?

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8 Ways to Avoid Deadly Blind Spots

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Lane position is one of the top strategies a motorcycle rider must utilize to avoid the most common multiple vehicle crashes. Here is a common scenario that illustrates the need to be hyper-aware of blind spots.

Scenario

You and your wife gather your things and pack your bike for a ride to visit family. As expected traffic is heavy, but people are calmly rolling along at about 25 mph. You position yourself in the left portion of your lane to see past a truck in front of you, leaving ample following distance in case the truck stopped quickly.

Suddenly, an SUV just ahead and to your left moves right, into your lane. You have little time to react, but it’s too late. Your front tire makes contact with the right rear bumper and you are both thrown to the pavement.

As innocuous as the situation seemed, you still needed to be aware of the risks around you. The driver who crossed into your lane did so because she thought the lane was clear. She claimed to have looked in her side mirror and even glanced over her shoulder before turning, but saw nothing.

Yes, the driver is responsible for making sure the lane was clear, but you were riding in her blind spot. Not smart. If there are disputes on whose fault the accident was, you can hire an auto accident lawyer or car accident injury lawyer to help you collect evidence that will support your claim. Therefore, it is recommended that you contact an auto accident attorney before you speak with the authorities or your insurance company. SJ Injury Lawyers should be able to help road accident victims in seeking compensation for their injuries.  If you don’t have insurance, you can find auto insurance services here.

Here are some ways to help drivers see you easier:

  • Avoid lingering in blind spots. Drive through blind spots when possible (and safe) by traveling a bit faster than surrounding traffic. Filter or lane-split if you can (and if legal).
  • Ride in the driver’s peripheral vision, slightly ahead of the passenger or driver side door.
  • If that’s not possible, then drop back so the driver can see you in their mirrors and to place your bike out of harm’s way if the driver changed lanes suddenly.
  • Never “hide” behind other vehicles where it is nearly impossible for drivers to see you.
  • Position yourself at least 2 seconds behind vehicles you are following. More when following large vehicles.
  • Develop a sixth sense about your environment so you can respond before things unfold. Ask “what’s wrong with this picture”?
  • Predict what actions drivers are likely to make. Look for arm and head movements that can indicate an imminent lane change or turn.
  • Pay close attention to unexplained slowing, drifting or erratic behavior. I call this “vehicle body language”.

As stated by professionals in auto accident in houston, environmental awareness and proper lane positioning are two of the most important strategies for being seen. and avoiding accidents.

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Product Review: Helite Turtle Airbag Vest

I am a believer in managing risk. And one way to do that is to protect yourself in case you go down. Modern armor does a decent job of mitigating impact injury. But, as good as modern armor is, it can only do some much to minimize injury from a big impact. That’s where air bag protection can help.

I was given a black Helite Turtle Airbag Vest to use and test. The Turtle Vest I am reviewing here is the street rider’s version with a lighter nylon construction compared with the GP Track Air Vest. Read my review of the more robust GP Track Air Vest Here. FYI, I know many riders who use the Turtle version for both street and racetrack duty, and vice-versa.

After several street rides with the Turtle, I have a good idea of the pros and cons of the Turtle air vest. Here you go.

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Helite Turtle Air Vest – Pros

  • Low Tech – Unlike high-tech, electronic GPS/IMU units, the Helite has a mechanical system with a simple elastic-nylon tether that connects the bike to a CO2 cartridge mounted in the front of the vest. When the rider falls off the bike, a steel ball is pulled away from the housing that holds the CO2 cartridge. And Bang!
  • Deflates Quickly – It takes a couple of minutes for the vest to lose its air once the vest deploys. This allows you to safely ride back home without restricted movement.
  • Easy and Cheap Recharges -Recharging the vest means simply replacing the $25.00 cartridge. Replacement takes 5 minutes. I keep a spare on hand.
  • Fits Over any Suit or Jacket -The correct size allows you to put it over a street jacket and the Velcro backed nylon straps allow a snug fit.
  • Sturdy Armor – The Turtle Air Vest has a quality, semi-rigid SAS-TEC back protector.
  • Heavy Nylon Construction – The Turtle vest is made from 600 Denier Textile with a mesh liner.
  • Free Movement – The large arm opening provide no restrictions in movement. The only restriction comes when getting off the bike.
  • Neck, Back and Chest Protection – The vest inflates to cushion your torso from impact and the inflated neck roll supports the head from hyper movement.

Helite Turtle Air Vest – Cons

photo: Helite
  • Have to Remember to Connect – The vest won’t work unless you clip the tether to your bike. I’ve had to pull over a few times because I forgot to clip the tether. To remind me to buckle up I have a piece of bright colored tape on the end of the tether, near the buckle. I also drape the tether across my seat.
  • Have to Remember to Disconnect – You have to disconnect the tether before walking away from the bike. A lot of people think they will deploy the vest by forgetting to disconnect before getting off the bike. But don’t worry. It takes a lot of force to deploy the vest. You’ll realize that you’re still connected well before you walk away. Watch the video below to see how hard the person has to pull to fire the vest.
  • Back Protector Interference – The top of the back protector sometimes bumps under the back part of my helmet, even on my upright Tiger 800 riding position. I may trim the protector a bit.
  • It’s Hot – Adding a thick vest over my vented jacket defeats the benefit of a perforated suit. But, it hasn’t been as big a problem once I get up to speed.
  • Another piece of gear – This isn’t unique to the Helite vest. But, it’s a pain having to put on another piece of protection. You’ll get used to it.
  • It’s Expensive – At $659.00, the Turtle Air Vest is not cheap. But, the argument about how much is your spine, neck, ribs, and guts worth comes into play. If you ride a lot (and especially if you race), it’s a good investment in your health.

     

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Too many street riders fail to realize that even though the odds of your skin meeting pavement is not all that likely in normal situations, we can’t control everything, which is why you need to wear protection. Consider investing in an air vest…before you need it!

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10 Ways to Tell if You are a Good Rider

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What exactly is a “good” rider?

The majority of motorcycle riders do a decent enough job of keeping their bike on two wheels. Most of them are making custom graphics for their motorcycles. This simple fact can give the self-perception of proficiency. Perhaps their skills are decent, but it’s hard to know, becasue we as humans suck at measuring our own abilities.

This is so common that two researchers named Dunning and Kruger created the Dunning–Kruger effect that describes how average people suffer from the illusion that their ability is much higher than it really is.

Science also uses the term “Illusory Superiority“. In a research study, a group of Swedes and Americans were surveyed, asking them to compare their driving skills with others. 69% of the Swedes said they were above average and a whopping 93% of Americans believed they were above average! Yeah, right!

Knowing this, is it possible to measure your level of proficiency with any real accuracy? Inaccurate perception of ability is a problem when judging risk tolerance and acceptance. It also leads to complacency in attention and skill development.

What is a “Good” Rider?

Skillful cornering requires knowledge and practice.

The first place to start is to ask what makes a rider “good”? Is it someone who displays impressive control skills on the racetrack or canyons, someone who can do a lengthy standup wheelie, or is it someone who can maneuver an 800-pound motorcycle within tight confines? Certainly, these riders deserve to be recognized for their abilities. But, when it comes to describing a “good” motorcyclist, we must place the ability to make it home every day at the top of the list.

Measuring Competence

Here’s a quick list that may indicate whether you’re a good rider or if it’s time for some immediate change.

You may be a good rider if:

  • You rarely experience close calls. Good riders are able to predict threats before they materialize and take appropriate action to “not let it happen to them”.
  • You have good visual habits. Most new (and many veteran) riders do not look far enough ahead to see and then prepare for what’s next. You must be able to scan a scene and determine the likelihood of a problem developing. Related article
  • You rarely have pucker moments when cornering. Cornering mistakes account for about half of all fatalities. Anxiety when cornering is the first sign of trouble. Related video.
  • You are an expert a reading the road. It’s not enough just to look well ahead. This is especially important when riding on twisty roads with blind curves. Good riders consciously look for specific visual clues to create a snapshot of the radius, camber of a corner even before they can see around the bend.
  • You have had professional training. Like most endeavors that require some semblance of strong coordination, timing, visual acuity and foresight, high level of skill development comes from learning from professional instructors. Sure, your Uncle Joe might be an accomplished rider, but few people know how to teach motorcycling. Training options.
  • You ride smart. Good riders train for the threat, but ride smart enough to rarely need their superior training. Even the most skilled riders will get into situations they can’t handle if they ride stupid.
  • You understand the risks. Many riders jump on their bikes without thinking much about the true risk they are taking. Most people ride for fun and would rather not think about the possibility of injury. Good riders understand that if they get seriously hurt, it’s their family and friends that will also pay. Related article.
  • You accept the risks. Even with an accurate perception of risk you still choose to ride. Cool. We don’t ride to be safe, after all. But, don’t let the thrill of adrenaline get the better of you. Good riders know when and where to wick it up. I highly recommend the racetrack for sporty riders.
  • You wear protection. This alone does not mean you’re a good rider, but it does indicate that you respect the risks and strive to minimize serious skin abrasions, broken bones or head injuries. Just don’t be fooled into thinking you can ride riskier becasue you’re better protected. Related article.
  • You have fun while also being safe. If you’re not having fun, you’re doing it wrong. Yes, getting training and wearing protective gear is inconvenient and expensive, but it’s time and money well spent. The satisfaction of riding well and with high confidence increases enjoyment.

Getting Better

Advanced training pays big dividends.

No matter how “good” a rider you think you are, it’s likely that you have at least a few bad habits, risky attitudes and dangerous perceptions that develop over time without you knowing it. A lot of riders think that seat time is the answer to being a better rider. But, it takes knowledge and purposeful practice to become as good as you think you are.

Change starts with awareness. Take some time to evaluate your current habits and assess whether you harbor unhelpful beliefs and unconscious attitudes. A bit of reflection and purposeful training increases satisfaction, reduces risk and increases enjoyment. It’s true.

Start by opening to the idea that you don’t know all you need to know and evaluate your personal strengths and weaknesses. Don’t allow yourself to brush off incidents as an insignificant misstep that is quickly forgotten. Even small mistakes can be a sign that you need a bit more work.

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Tips for Surviving Alpine Switchbacks on a Motorcycle

This article was originally published in Motorcyclist Magazine.

photo Caroline White

Their names are infamous; Pordoi, Sella, Gavia, Gardena, and of course Stelvio. These are just a few of the mountain passes that snake up and over the mighty Italian Alps and jagged Dolomites. Riding these epic roads is not for the faint of heart or the weak of skill. Riding the steep hairpin switchbacks isn’t fundamentally different than riding any other twisty motorway, except these roads are turned all the way up to 11. But with a little knowledge and pre-trip cornering practice you can tackle the wicked Alpine passes with enthusiasm, rather than dread.

Sharpen your cornering skills – You’ll need to be really good at looking well ahead, judging entry speed, selecting effective cornering lines and leaning the heck out of your rental bike. You also need to understand techniques for managing both uphill and downhill hairpin turns. Article Link

Keep your momentum up hill. photo Caroline White

Maintain uphill momentum – On the way up the mountain gravity works in your favor to help slow for turns. But, slow down too much and the bike will want to fall over. Minimize instability by getting on the gas early, but not so early so you run wide.

Control speed going downhill – When riding downhill gravity works against your attempts to scrub speed. This means you need to brake with greater force. To be safe, brake earlier so you can brake with less intensity.

Trailbrake – Get the bike slowed and help it to turn by braking past the turn-in point and then taper (trail) off the brakes as you lean more. Hold light brake pressure until the bike is pointed around the turn before fully releasing. Article Link

Use the rear brake – Apply the rear brake just before the front to minimize forward pitch and keep the wheels in alignment. Maintain light pressure on the rear binder for a moment after releasing the front brake to help “hook” the bike around turns.

Use Effective Cornering Lines – Enter from the outside or middle of your lane and don’t turn in too soon. Aim for a “delayed apex” that is about 3/4 around the curve so you’re pointed safely down the road and not at the oncoming lane or outside edge of the road. Cornering Lines Article

Drive out of each corner –Gradually accelerate as soon as the bike approaches mid corner to maintain speed and stabilize the chassis. Well-timed acceleration ensures a predictable path of travel.

Look where you want to go! Ken Condon photo

Use smooth brake-to-throttle transitions – Smoothly release the brake while simultaneously rolling on the throttle to avoid abruptness that can squander traction and cause your bike to exit wide.

Practice slow speed turning – You will need excellent slow speed control to prevent mid-corner tip-overs on the countless tight “slower than first gear” switchbacks. Maintain stability using steady clutch and throttle control. The tightest turns may require some rear brake and counterweighting. Article Link

Look where you want to go – The eyes are a powerful tool for helping direct your motorcycle. But, too often when we are anxious we look down and toward what we fear, which increases the likelihood of a mishap. Look at the solution, not the problem! Article Link

Dealing with tour buses and bicyclists is part of riding the Alps. photo Caroline White

Watch for buses and bicycles – If you ride the Alps someday, you’ll be sharing the ridiculously narrow Alpine passes with tour buses and bicycle riders. Look well ahead and plan accordingly to avoid a collision. Expect to stop and wait until it’s safe to proceed.

 

Do yourself a favor and bone up on your cornering skills before you hit the Alpine switchbacks. You’ll have a more enjoyable and safer experience.

Some related Videos:

Discussing Hairpin Turns during Street Training


A ride down the Gardena Pass in the Dolomites in northern Italy.

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10 Truths That All Motorcycle Riders Need to Know

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Here is a list of the top 10 things riders need to know (but often don’t):

1. Traction management and direction control are directly affected by load transferring to the tires.

2. Timing of deceleration, braking, countersteering and acceleration directly affects traction, direction control (line) and where the bike is pointed at the turn exit.

3. Intensity of brake and throttle application and handlebar inputs directly affects traction, chassis stability and direction control.

4. Specific Visual targets help to accurately read the road and minimize overspeed corner entry.

5. Dynamic Lane positioning is a critical tool for maximizing angle of view and conspicuity.

6. Trailbraking done correctly, maximizes stability, manages traction and refines corner entry speed and direction control at mid-corner and exit.

7. Even the best riders get into trouble if they don’t respect environmental limitations.

8. Electronic rider aids help manage traction; they do not create more traction.

9. Proper riding gear minimizes the risk of injury, but does not make you “safer”.

10. Reading lists like this can make you smarter about riding, but only application of knowledge can make you a better rider.

 
What would you add? Share your comments below
 
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5 Tips for Surviving Intersections

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Intersections are very dangerous places to be. The reason drivers collide with motorcycles is because they either don’t see us or they misjudge our approach speed or distance. Here are some tips to help you become more visible at intersections.

  1. Don’t Hide. Select lane positions that put you in open view so drivers can see you. This means not tailgating the car or truck in front and riding in the left or right portion of your lane to make sure drivers waiting to turn into or across your lane can clearly see you.
  2. Move within your lane. Even if you are in plain sight, don’t assume drivers see you. People see what they expect to see and a motorcycle may not register in their consciousness, even if they are looking at you. Another reason drivers can look at you but not “see” you is because of “motion-induced blindness” where stationary objects disappear when surrounded by a moving background, such as busy traffic. Realize that you appear stationary if you approach a driver straight on. Even if drivers do see you they may not be able to accurately judge closing speed and approach distance because of your bikes relatively narrow frontal area.One trick is to move across your lane as you approach drivers at intersections to visually “present” the broader side area of your bike. For a more dramatic display, weave back and forth in your lane to “sweep” your headlight across drivers’ field of view. You don’t need to go crazy; swerving a few feet left and right a couple of times should do the trick. And weave only if it’s safe to do so.
  3. Be Bright. It’s smart to wear brightly colored riding gear that gets attention and separates you from the busy background. This includes wearing a light-colored helmet and jacket or vest, as well as putting reflective material on your bike and riding gear for being seen in low light situations.
  4. Don’t rely on noise. While loud pipes get attention, sound is not reliable for telling drivers exactly where you are. Not only that, but loud pipes direct most of the exhaust noise rearward rather than forward where the majority of dangers materialize. Selective use of an aftermarket horn is as effective and a lot less annoying to others.
  5. Be ready. Even after using these measures you will likely encounter drivers who invade your right or way. Being mentally ready makes you more likely to approach cautiously and respond skillfully when someone cuts you off. Being ready means actively looking for trouble, slowing down and covering your brakes before approaching intersections even when everything looks to be in order.
But, don’t be a victim. Instead, reflect on your part in any close calls. You may find that (if you’re truly honest and willing) most times you can identify at least one thing you did or didn’t do to prevent the incident.
 
The best riders predict that a driver might cut them off (or whatever) and are already prepared by covering their brakes and positioning themselves to give maximum time and space to respond. You can protect your rights and interests by hiring a personal injury lawyer from a car accident law firm. An experienced personal injury attorney knows the local laws where the accident happened so you’ll get the best legal advice. Your attorney will also explain to you the importance of process servers when filing a claim and seeking compensation for your injuries. If you need experts in vehicular accidents, then make sure to contact auto accident attorneys from Bracamontes & Vlasak.
 
All the best practices in the world sometimes cannot prevent some crashes. We can’t change the behavior of careless drivers. All we can do is minimize the risk. And wear good protection in case the unavoidable happens.
 
 
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Will You Stop Your Motorcycle in Time?

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Practicing emergency braking is critical. But, is it enough?

Getting your motorcycle stopped in time to avoid a collision is one of the most important skills you can have. But, simply being able to apply maximum brake force isn’t enough (even if you have modern ABS). Here is an article I wrote for Motorcyclist Magazine a while back about braking and reaction time that I think deserves some more airtime. Enjoy!

You’re riding along minding your own business when suddenly you are facing the bumper of a left turning sedan. Every cell commands you to get the motorcycle stopped ASAP to prevent your early demise. But, will your response be quick enough?

It’s a good thing that we are hardwired to respond immediately to threats, but too often our synapses do not fire fast enough for a quick and effective respond. Thankfully, there are ways to help make sure you aren’t a victim of too little, too late.

Perception Time

There are actually two components of reaction time: “perception time” and “activation time”. Perception time is the time it takes to figure out what’s going on and decide what action to take. Response time is the time it takes to reach for the brakes. You also have to account for the amount of time it takes to actually get the bike stopped.

Let’s say you’re traveling at 40 mph, which is about 59 feet per second. Recent research indicates the average rider will use about 1.5 seconds to recognize the situation and reach max braking rate, also known as perception-response time. That number can increase to over 2 seconds if you’re daydreaming. That equates to between 88 and 117+ feet before any physical action is taken.

illustration: Ken Lee

Stopping Distance

The actual time it takes to get the motorcycle stopped once the brakes are applied depends on speed, machine geometry/weight, available traction, and your ability to use your brakes fully without skidding (ABS helps in this regard). Recent research also shows that an average rider can only achieve a braking rate of 0.6 g’s. That means from 40 mph you’ll need 89 feet to complete the stop. The 1.5 seconds of perception-response time mentioned earlier adds another 88 feet for a total stopping distance of 177 feet.

With perception-response time adding nearly 50% to the total stopping distance, you can see why it’s so important to remain alert. You also want to develop your ability to predict when bad things are about to happen before they unfold. Get ahead of potentially hazardous situations by aggressively scanning for clues that indicate trouble. Be especially vigilant when approaching intersections where most collisions occur.

Stopping in a Corner

Hard braking when the bike is upright is tricky enough when facing an emergency. But, things get even more challenging when you have to stop quickly while leaned because of a hazard around a corner. Perception, response and braking times still apply, but now you also need more time to free up traction by reducing lean angle so you can brake hard with less chance of traction loss. This necessary action adds to total stopping distance. Machines with Cornering ABS offer a distinct advantage here where you can brake hard while maintaining lean angle.

Be Ready

You can reduce activation time by covering the front brake lever and rear brake pedal when approaching potential hot spots. Not only will this simple action reduce activation time, it also puts your whole system on alert.

Of course, the best way to reduce braking distances is to slow down. Trimming just 5 mph off your 40 mph travel speed requires about 32 less feet to stop. Add 5 mph and you’ll need about 35 more feet to stop. Speed up to 60 mph and you’re going to need an extra 155 feet to stop, for a total of 332 feet. Yikes.

Whether or not you avoid a crash is dependent on your ability to react quickly when an otherwise sublime day suddenly turns into a DEFCON 1 war zone. The best riders remain alert and ready for battle, wasting very little processing time before executing evasive action. They also cover the brakes to reduce activation time when approaching intersections. The final step is to regularly practice emergency braking techniques. Can you stop your motorcycle in the shortest possible distance while maintaining in control? Too many riders cannot.

Read “How to Not Suck at Braking”

Read the article at Motorcyclist Online.

Thanks to Lou Peck, forensics expert at Axiom Forensics for help in writing this article.

 

 

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Tips for Leading a Motorcycle Group Ride

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Riding with a group of friends can be a blast. But, it can go all pear-shaped if certain precautions aren’t taken upfront. Some problems are merely inconvenient, like when the group has to wait around because someone didn’t arrive with a full tank of fuel or when someone goes AWOL during the ride.

Other problems are more serious, like when a guy runs into the back of another rider because he was riding too damn close, or when a knucklehead lowsides into a guardrail trying to keep up with the fast guys.

Group rides can be a great way to meet like-minded riders.

As a group leader, it is your responsibility to take some basic precautions. Let’s take a look at a few.

Before we start: These tips do not take the unique issues of very large groups into account. However, these tips can be used for groups of 2 to perhaps 30 riders.  Trying to manage more riders than that and your into a whole other ball of wax. Breaking into smaller subgroups is a better solution.

We Gotta Talk

The root of most group riding mishaps can be traced to a few key factors. The first one is a failure to voice basic ground rules so that members know what to expect and what is expected of them.

Start by evaluating the group; are they aggressive and reckless, or law-abiding and considerate? Is there talk of drinking alcohol or stunting? If so, then nip it in the bud, or pay later.

Speed & Passing

The group is better off if all participants agree on general speed limits and passing. Some group rides I’ve attended come right out and say that I should expect illegal passing and speeds that exceed the legal limit. Knowing this ahead of time let’s me decide whether or not to participate.

One option is to break into sub groups with one sticking to more conservative speeds while following the rules of the road.

Another rule I want to know is whether there is passing within the group. I’m not a fan of inter-group overtaking because it encourages bravado and risky dicing. If passing within the group isn’t allowed, then faster riders should ride up front and everyone must maintain a safe following distance from each other. If a rider wants be in a different part of the group, he or she can wave someone past or change positions at the next stop.

When the leader decides to overtake slower traffic, he or she must be smart about whether it’s worth the risk. If you have a turn or stop coming fairly soon, just hang tight. But, if the opportunity presents itself to make a pass that is safe for all, do it. Your fellow riders then decide to pass or not and hopefully have the self-discipline to patiently wait if it’s unsafe to overtake.

Passing as a group is dangerous if riders blindly follow the person in front. It’s better to tell your group to wait until the rider ahead has almost completed the pass before committing. And when making the pass, maintain passing speed well beyond the slow vehicle so that the next person has room to return to the lane and file in behind you.

Formation

A staggered formation is often the norm when on long straight sections of road with at least a 2 second following distance from the bike directly ahead. This means that you will be only about one second behind the rider offset to your immediate left or right. Even though the staggered formation gives riders access to the width of the lane, this formation is pretty tight and can lead to collisions when attempting evasive maneuvers. By riding two abreast, you are limited to either the left or right portion of your lane. And that’s just not good enough for maximum safety.

That’s why the leader needs to abandon the staggered formation when the road is narrow or riddled with surface hazards and when the road turns twisty! When following single file, each rider has the full width of the lane to use cornering lines or avoid mid-corner hazards. .

There is a recent discussion about something called the “reverse formation”. It basically has the front rider in the right wheel track rather than the left. The idea is that it affords the second rider to see and be seen better. But, I have my reservations, because this puts the first rider in a spot that is hidden from view and prevents him or her from seeing ahead as well. See the video and add your thoughts in the comments below.

Staying Together

One time when riders should be side-by-side is when coming to a stop or entering traffic. When stopping, the leader should gradually slow and come to a complete stop. The rest of the riders should “box in” so the group is compact.

To keep the group together, the leader should stop and wait when possible, like at intersections and then wait for the last rider to arrive. Look for a thumbs-up before continuing. This is used in combination with each rider taking responsibility for the rider behind by waiting until the straggler is in sight before turning onto a new road.

One thing I see from time to time is a group leader who is too concerned with keeping the group together when it isn’t necessary (or safe). For example, if there are no turns or stops for people to get lost, then keep moving, make safe passes and let people have fun. And know when it is important to keep the group together, like in areas with many chances for wrong turns.

When it’s time to go, the leader should leave slowly. This helps prevent the bungie effect where riders in the back must go much faster to catch up with the leaders. Remember, the group is relying on the leader to lead the way.

Some groups use communicators between the group leader and a “sweep” rider to monitor things. This can really help manage group rides and is a way the leader can know if the pace is okay or if there is any potential trouble. An experienced volunteer should be put in charge of this sweep role.

The Pace

Group riding often places safety in the back seat. It’s not unusual for safety-focused individuals to become reckless when exposed to pack mentality. One thing to emphasize that each person rides within their limits and to resist the temptation to keep up with the group. Far too many group rides end in tragedy because one or more participants exceed their riding ability.

Managing the group’s pace is the job of the leader. Many times the leader sets a moderate pace, only to increase the speed as the ride progresses. It’s okay to wick up the speed through a nice set of twisties, but you must then slow the pace to allow stragglers to catch up without much effort. This pattern balance fun with predictability that encourages slower riders from feeling a need to stay in touch.

Yamaha Champions School guru, Nick Ienatsch penned The Pace article that has been referenced by many riders over the years. Check it out.

Poo, Meet Fan

When things do go wrong, you will want to be able to manage the situation. Ask if anyone is CPR or First Aid certified if you’re not. However, getting certified in first aid training cambridge is the safest as you may not always find help.  Know if you’ll be riding in areas with no cell service and have an idea of the nearest population if you need to send someone to make a call.

It’s smart to attend a class or seminar that discusses how to manage an accident scene and a motorcycle scene in particular. Or, you can also check out lawyers for slip and fall injuries in order to understand accident incidents. 

Before this happens, you also need to consider if you could be held liable. Some groups require waivers, but most don’t. It’s implied that each participant is responsible for his or her actions, but that doesn’t stop family from coming after you anyway. Sucks, I know. But it’s the society we live in. It’s another reason to follow these tips to avoid problems. Also, encourage full protective gear so relatively minor mishaps remain minor. And don’t forget, having an AED on hand is a smart move – it could make a vital difference when needed. Safety matters to my company, and it should to you too.

Set the Tone

Yes, being a true group leader (as opposed to a reluctant leader) means you are willing to take on the responsibility. Not everyone is cut out to be a leader. It can be stressful, but is also rewarding to show others a good time. Group leading isn’t too hard with just a bit of preparation.

This leadership begins before the ride by posting rules and expected behavior, encouraging full protective gear and explaining logistics. A bit of foresight reduces risk and increases enjoyment. And if things go well, you’ll look like a hero. If things go wrong…well, just follow these tips and you will hopefully be okay.

Sweep Riders

Well organized groups select a strong rider to take up the back to keep an eye on things. This person can identify any particularly weak or aggressive riders and can help keep the group together. Communication to the group leader is a huge plus.

More on Group Riding

Marc R. one of our guest instructors penned a piece on riding in groups that dovetails nicely with this article. Check it out.

 
 
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Video: Cornering Seminar with Ken Condon

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At the request of the district manager for the Northeast Region, I booked several dates during mid-to-late winter of 2018. One event was held at Wilkins Harley-Davidson, located in South Barre, Vermont. As with each of the talk, around 100 people attended to learn about cornering…or learn more about cornering. Wilkins recorded the seminar in its entirety.

My aim with these talks is to spread the good word about the benefits of life-long learning…safety and MORE FUN and satisfaction. A secondary goal is to encourage participants to join me for one or more of the training opportunities I offer or am involved with.

And finally, I bring a stack of books for people to buy.

OK. On with the show. It’s over an hour long, so find a comfy chair.

 

 

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Proficiency Pledge

Proficiency-Pledge

I always thought pledges were a crock until I learned the potential benefit in encouraging behavior change, risk awareness and a quest for greater proficiency.

The point of signing this pledge is four-fold. First, it is a way to help you reflect on yourself as a rider. Second, it is a commitment that you can share with your family saying you are doing all you can to make it home at the end of a ride. Third, it holds you to following these behaviors. Fourth, it encourages you to continually improve areas where you may be weak.

This pledge is not only for yourself to make riding more fun and safe, but also for the ones who love you. A commitment to safe riding is an expression of respect and love toward your loved ones.

Imagine the emotional and financial pain they would suffer if you die or become injured. Imagine them being forced to care for you by cleaning your wounds, or worse. Sorry to be a bummer, but…

So, here we go.

Proficiency Pledge

  • I will expand my knowledge of motorcycling safety and control through continual reading, and by taking a formal safety/skills course.
  • I will continue to practice my physical skills to keep them sharp.
  • I will learn about and develop mental strategies for managing traffic and other hazardous situations.
  • I will never ride while intoxicated or impaired in any way.
  • I will choose not to ride if my ability to manage hazards is compromised.
  • I will choose not to ride with others who do not share my commitment to safety.
  • I will wear protective gear on every ride.

Signed:___________________________

Feel free to add your own points. Also, feel free to copy this pledge and print it out.*
Then sign it, hang it on your garage wall, and give a copy to each of the people who care about you.

*Please distribute this pledge to your riding friends and family. I’d really appreciate it if you include credit and a link to this article. Thanks.

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Video Lesson: Intersection Crash

Here is another video posted by the rider who was involved in a crash at an intersection. See more video Lessons here.

According to Ronald A. Ramos, one thing different about this rider is that he is taking the time to self-analyze his role in the crash and explore how he could have done better. Kudos Hans Solo!

I want to stress that in the real world, under battle conditions, we humans will make flawed decisions. It’s what we do. The takeaway is to have effective strategies so we can do all we can to avoid needing to use superhero skills…assuming we have them at our disposal. Hans should be commended. He is doing the hard work of looking in the mirror to evaluate what he could have done differently.

That said, I have a different take on what could have helped, so I’ll add my .02 about how things could possibly have turned out differently.

Monday morning quarterbacking can come off as smug, but I don’t want to miss an opportunity for my readers to learn from others’ mishaps if we can.
Take a look at the vid. I’ll wait.

If you can’t see the video:
Imagine a rider approaching a cross-street intersection with a white car waiting to turn left across his lane in a dedicated left turning lane. There is a gray car located at 10:00 from the rider who is also approaching the intersection. The rider accelerates to pass the gray car on the right before the intersection when the white, waiting car cuts across both the gray Nissan and the bike. The white car zips in front of the  gray car and the bike hits the white car broadside.  Sorry the video isn’t available.

OK, so here are my thoughts:

Lane Position & Conspicuity

Using the Dark Blue-Gray Nissan as a “pick” or blocker is often a good plan, but it’s a mistake to do it at the expense of being seen. In this case, Hans moved into the right lane to put the Nissan between him and the left turning cars. The problem is that the white car couldn’t see him as well (not that the driver was even looking) and Hans couldn’t see the white car as well. We call the blue-gray Nissan an eclipse vehicle.

Add to that the fact that the road was curving (see :45) in a way that makes Hans even less visible to the oncoming white car and you can see the problems with this particular lane position.

One possibility is if he had stayed in the left lane behind the Nissan, he could have seen the white car move earlier. But then if the Nissan hit the white car (they missed by inches), Hans would have needed to be far enough back to be able to brake in time to not rear end the Nissan. In the end, he made a fine decision, but the driver of the white car did something so unexpected that it’s tough to blame Hans for this decision.

Vision

Lane position plays a huge role in terms of being seen and being able to see ahead. Greater following distance would have allowed Hans to see the movement of the white car earlier. And remaining in the left lane (with lots of following distance) would have allowed him to see past the Nissan.

Because intersections are so dangerous, my eyes would be flicking around while my wide vision would be looking for any peripheral movement. You can see the white car move at 1:58. Impact comes at 1:59, so because of his speed he had almost zero time to react.

Speed & Stopping Distance

Hans wasn’t riding particularly fast, but his speed could have been better for the situation. Hans says he slowed (and downshifted) before impact, but I don’t hear any significant change in RPM…although he clearly brakes just before the crosswalk. What I saw was a seriously dangerous situation ahead that would have had me rolling off the throttle earlier and covering my brakes.

For reference, trimming just 5 mph off of 40-mph travel speed requires about 20 fewer feet to stop. Add to that the reality of perception time and reaction time that further increases actual stopping distances and you can see how much speed affects safety. Read my article in Motorcyclist about reaction time and speed.

So, how much time did Hans have to stop? A Nissan Altima is about 16 feet long, so at the time of initial brake application (seen by the front end dive) I estimate the distance between the rider and the white car to be about 40 feet. The speed he would need to be at to get the bike stopped in time is about 25 mph! See this chart from the MSF that documents that a VFR800 needs about 36 feet to stop at 29mph. This is with a trained rider in a controlled environment.

Keep in mind that Hans is likely to be an average rider who rarely (if ever) practices emergency braking skills. This means he, like most average riders, can only achieve a deceleration rate of 0.6 g’s even though most bikes are capable of 1.0 g. Add to that the reaction time of the average human is 1.3 seconds and you can see the problem.

Expect the Unexpected

The point of this article is for us to consider possible solutions that would have prevented or at least minimized the effect of the driver of the white car’s screw up. In this particular case, the white car cut off a large four-wheeled vehicle, so he would have surely cut in front of a motorcycle. This is an extreme case of a driver totally screwing up and is hard to believe. But, that doesn’t mean we don’t still do all we can to prepare for the unexpected. Do what you can to not let it happen to you!

That’s about all I got. I hope you heal fast, Hans.

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Video Lesson: How to Manage Downhill Turns

IF YOU’RE LOOKING FOR THE ENERGICA REVIEW, CLICK HERE. SORRY FOR THE MESS UP.

There is nothing like video to help demonstrate cornering techniques. Ride along with me as I explain cornering and the nuances of managing a downhill turn, including trailbraking.

This is the sort of cornering techniques we work on during on-street training where student hear my comments in real-time using Bluetooth communicators. If you’re in the Northeast, consider signing up for a private training day or a group training tour. I bet I can help you with your cornering.

-Ken-

I have a lot of other videos on my YouTube channel.

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Posted on

Video Lesson: Learn by Following an Average Rider

Here’s a video of me commenting while following an average rider through a twisty road. I point out the rider’s body position, cornering lines and throttle timing, and comment on how he could do better. Notice his mid-corner adjustments. This is an indication of several cornering problems that are correctable. This is the sort of cornering detail we work on during on-street training where student hear my comments in real-time using Bluetooth communicators. If you’re in the Northeast, consider signing up for a private training day or a group training tour. I bet I can help you with your cornering.

-Ken-

I have a lot of other videos on my YouTube channel.

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