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Confidence - Having a System:
I can still remember my first ride on a motorcycle on the Public Streets and I was not what you could call relaxed or confident. In fact I think I recall saying to myself "What am I doing out in this jungle?".
Many riders find themselves in this situation even if they have been riding for a week or decades, especially when it's raining and you are in heavy traffic, your gloves are wet, your boots full of water and the road's like an ice rink. I know new riders must frequently ask themselves what they are doing out there. I guess it's natural to be concerned for your own skin when in this situation.
Riding on the street can be risky if your brain is in neutral or if you have decided that motorcycling is your only way to adventure and so become a reckless, thrill seeking mobile weapon! I doubt that there are too many riders with that thought. One of the best ways to help gain confidence and reduce risk is to operate to a system. Looking up the dictionary I found the word "system" means "a combination of things or parts forming a complex whole". Being systematic on a motorcycle means showing or involving a system, method or plan. Having a system will help you gain confidence and should also help eliminate the chance of your making a mistake.
The pilot of an aircraft goes through a systematic check of all instruments on the approach to an airport to eliminate all possible mistakes: riding any motorcycle on the Public Streets should be treated with the same caution to eliminate all hazards. It should be appreciated that the system set out here is basic and must be adjusted by the rider according to the circumstances relating to particular hazards that may occur. Some hazards require fewer features than this example - other hazards require more. I believe that to have a system helps to build CONFIDENCE needed when riding. Who wants to drop a bike - it's embarrassing and painful, not to mention expensive!
Motorcycling gets into your blood when you gain confidence. Riding to a system will help to increase your skills and awareness then you will be more relaxed - after all we should never forget that motorcycling is FUN, especially with CONFIDENCE.
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OFTEN ASKED, "WHAT TO DO" and "HOW" QUESTIONS
As motorcycle instructors we are often asked many questions ranging from "What pressure do I put in my tyres" to "How do I put pressure into them". The level of questions are determined by the type of course and experience of the rider, eg. on a Pre Learner course we are unlikely to be asked what CF = MV2/R means! which is the cornering force (CF) is equal to the mass of the motorcycle (M) times the square of the velocity (V) divided by the radius of the turn (R).
Some relevant questions asked in relation to road riding:
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How much space should I keep from the vehicle in front?
Answer - a minimum of 3 seconds, more if conditions are less than perfect, eg. heavy rain
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What if I can't maintain my 3 second following distance?
Answer - Consider scanning a little quicker, cover front brake, look further ahead or scan for escape options.
Consider the consequences if stopping quickly without the 3 second gap.
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What should I consider when selecting a position in my lane or lane to travel in?
Answer - Which position gives you the next buffer zone (distance from other vehicle), visibility, space available, visual leads.
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What do I do if my front brake locks?
Answer - Immediately release ( over the course) then reapply the front brake as locked wheel has less traction than a rolling wheel, the skidding will reduce the stopping performance. It takes very little pressure to keep a locked wheel locked up than it takes to lock it. To get the wheel rolling again it is necessary to release a lot of pressure to get it turning.
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What is an apex?
Answer - Could be said to be the point closest to the inside of a turn or where you stop going into a turn and start leaving the turn.
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Where do I look when cornering?
Answer - Where you want to go through to the exit and beyond. Keep moving your eyes out and back moving eyes not head. Your head should be facing where you want to go, searching for best surface, slope and path.
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What is the best way to get the bike to lean?
Answer - Pressure pumping down and forward (countersteering). Shifting your body weight is not the best way to initiate a lean but is effective for making minor changes to lean angles. Once the lean angle is established steering pressure is the principal method of controlling lean angle. If your posture is correct you will achieve correct steering inputs.
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How do I get my motorcycle to lean at a low speed?
Answer - You must first press handlebar and then steer to follow the turn, you must then lean out counterbalance to assist in balance.
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What can I do to stop scraping in corners?
Answer - Usually speed too fast requiring more lean angle in turn. Compresses suspension. Radii too small (wrong apex), the surface (camber) sloping towards outside of turn, possible deceleration in turn with rider leaning out, suspension preload too low.
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The classic question - Novice to Instructor
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Who is going to keep my balance when I take both feet off the ground?
Answer - no answer
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RIDING STRATEGIES FOR THE PUBLIC STREET
We have all heard the words "but I didn't see him".
There are many theories why people fail to detect a motorcycle in the traffic environment in which we ride. Motorcyclists represent only about 2% of all registered vehicles on our roads. The other 98% drive cars, trucks and buses. The majority have never sat on a motorcycle or read about them, nor have they any friends who own them, in fact, we are not in their world at all.
There is no clear cut answer to why motorists do not see motorcyclists.
About one third of motorcycle accidents at intersections involve a car turning in front of the rider and the driver reporting that they didn't see the motorcyclist.
We believe that one factor could be the lack of judgment of the speed of the approaching motorcycle and the space between their vehicle and the motorcycle.
Riding with your headlight on and wearing high visibility fabric and a bright helmet are not necessarily the answer for the problem. The bottom line is that the rider should be ultimately responsible for their safety and ride with the thought that the other driver has not seem them. A good understanding of roadcraft, which is basically all about timing, creating space around you, positioning your motorcycle in the best place on the road for the given situation, can help a rider manage situations and reduce the risks in traffic and the open road.
Many people think that most motorcycle accidents occur on the open highways or fast open mountain roads, but statistics tell us they don't. They occur in the suburbs usually in 60 -80 zones. Lets analyse a few of the most common accidents occurring, and how we can avoid them.
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THE REAR END SHUNT
Riding down a suburban road late on a Saturday night, you stop for the red light. You then hear the dreaded sound of the screech of tyres behind you. The impact from the rear knocks you onto the intersection. You have been hit by a well known brand of car that didn't see you waiting for the light. Maybe under the influence of some drug (the driver of the car that is).
Motorcycles can be difficult to see especially at night. It is important that you scan your mirrors every 3-5 seconds, you should have predicted that a following driver may not see you. If you have observed the fast moving vehicle approaching from behind, you could have perhaps moved off onto one side to avoid a collision.
We don't suggest you sit on a motorcycle in neutral when there is traffic approaching from the rear. It is far more hazardous to adopt that practice at night, especially a late Saturday night.
THE FREEWAY LANE CHANGER
You are riding along on a three lane arterial road at night . You decide to pass a slower moving car ahead by changing lanes to the left. As you do this, the car in the far left lane also decides to pass. When you change lanes you should position yourself so that you will still have space away from the vehicle after the change. If you had turned your head you would have noticed the vehicle and its position. You could have dropped back in anticipation that the driver might also wish to change lanes and pass the slower traffic. You should always signal your intention at least 3 seconds before the maneuver.
THE OFF RAMP DARTER
You are riding on a suburban freeway in the far left lane. Just as you are about to pass an off ramp, a car in the lane to your right darts across your path and brakes really hard to make the exit. You have no time or space to react and a crash may be imminent. By looking and thinking well ahead and scanning, you could have observed the off ramp approaching and should have anticipated that cars around you would exit. Riding in the exit lane, drivers may assume you are going to ride off the exit too. Off ramps and on ramps are prime locations for collisions. You should have decided to move away from the exit lane. You should always be aware of the drivers blind spot and stay out of them whenever possible.
There are many collisions occurring every day and usually if one can analyse the events leading up to the collision, there is a point in time where perhaps the rider used the wrong strategy or failed to use any, which contributed to the collision.
By predicting and anticipating WHAT IF we can stay out of trouble on the roads.
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PILLIONS/PASSENGERS
To carry pillions safely you must:
Make sure your motorcycle is equipped and adjusted to carry passengers.
Instruct the passenger before you start.
Adjust your riding technique for the added weight of the passenger.
You should also adjust the cycle to handle the extra weight. While your passenger sits on the seat with you, adjust the mirrors to the change in the motorcycle's angle. And it is a good idea to add a few pounds of pressure to the tyres if you carry a passenger.( check your owner's manual .) Then adjust the suspension to handle the additional weight.
1. Instructing Passengers
Don't assume the passenger knows what to do - even if he or she is a motorcycle rider. Provide complete instructions before you start.
To prepare your passenger for riding, tell him or her to:
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Get on the motorcycle after you have started the engine.
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Sit as far forward as possible without crowding you.
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Hold firmly to your waist , hips, or the grab rail.
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Keep both feet on the pegs at all times, even when the motorcycle is stopped.
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Keep their legs away from the muffler.
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Stay directly behind you, leaning as you lean.
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Avoid any unnecessary talk or motion.
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Watch you and look where your head is pointed to.
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Also, be sure to tell your passenger to tighten his or her hold when you;
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Approach surface problems.
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Are about to start or stop.
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Warn that you are going to make a sudden move.
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2. Riding with passengers
Your motorcycle will respond slower with a passenger on board. The heavier your passenger, the longer it will take to slow down, speed up, or make a turn - especially on a light cycle. Here's what you should do to adjust for the differences in handling:
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Go a little slower, especially when taking curves, corners, or bumps.
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Start slowing earlier as you approach a stop.
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Open up a larger cushion of space ahead and to the sides.
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Wait for larger gaps when you want to cross, enter, or merge with traffic.
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CARRYING LOADS
Most motorcycles are not really designed to carry much cargo. however, small loads can be carried safely if they are positioned and fastened properly.
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Keep the load low - Fasten loads to the seat, or put them on the saddle bags. Placing a load high raises the cycle's centre of gravity and disturbs balance.
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Keep the load forward - Place the load over or in front of the rear axle. Tank bags are one way to keep loads forward. Mounting loads behind the rear axle can affect how the motorcycle turns and brakes.
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Distribute the load evenly - If you have saddle bags , make sure each is loaded with about the same weight.
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Secure the load - Fasten the load securely with elastic cords ( bungie cords ). A loose load can catch in the wheel or chain. If that happens, the rear wheel may lock up and skid. Do not use ropes as it tends to stretch and knots come loose permitting the load to shift or fall off.
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check the load - Stop and check the load every so often. Make sure it has not worked loose or moved.
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WHERE DID IT GO WRONG!
Some riders have experienced the split second just before the crash or the near fall, in some cases knowing that they are in trouble and desperately trying to find a way out. In some cases they don't, some get away with it and stop on the side of the road with a very high heart rate.
I thought we could have a few scenarios on why certain crashes occur and analyse the possible alternatives riders could apply to help reduce the chances of crashing on the road.
We have all heard a motorcyclist say the seven words "THERE WAS NOTHING I COULD HAVE DONE". Well, maybe there was. We believe it is a rare case. In most crashes the rider has usually run out of TIME and SPACE.
To enable us to stop safely in a given situation, we should be always trying to travel in the correct Position, correct Speed and correct Gear at all times. This is a basic safe riding principal and just so happens is true for the track as well. Remember a motorcycle traveling at 60 km/h on a flat, dry bitumen surface with a competent rider in control should be capable of being stopped (braking distance) in about 12 metres (less for more experienced riders). It is important to consider the time before the brakes are applied, i.e. the Reaction time from the moment the rider sees the need for braking action and the time taken to start braking. This time is anything from half a second to a more realistic time on the Public Streets of about 1 to 1 1/2 seconds. Consider a situation where a rider is traveling at 60 km/h and is suddenly confronted with a real hazard. If the rider reacts in say 1 second he will travel about 17 metres before the brakes are applied. If the rider's reaction time is say two seconds it would be about 34 metres before applying the brakes. Add to that the distance to pull the motorcycle up to a stop, say 12 metres - total distance of about 29 metres or 63 metres would be required.
In many cases the riders fail to anticipate and concentrate enough. This combined with another vehicle invading their space, it is then that the riders over-react and lock their brakes or fail to apply correct steering input to avoid the hazard. If you are thinking and scanning well ahead you will reduce the number of times that you will need to suddenly change direction or brake heavily on the road. In a lot of cases the riders get into trouble, sometimes before they OVERUSE their brakes.
The need for concentration cannot be stressed enough.
Over the past years I have been approached by many riders who have been involved in motorcycle crashes on the roads, being really keen to see that they don't do it a second time, they have asked me to help them analyse WHERE they could have gone wrong. Learning from their experience may help them keep it all together.
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CRASH 1 - WATCHING MY MATE
The rider said he was riding along in the country with his friend, travelling at about 80 km/h. As he entered a slight right hand corner he looked in his mirror to see where his mate was. As he looked back he found that he was running off the road onto the gravel shoulder. He applied the front brake, the wheel locked and he parted company with his motorcycle over a two metre embankment.
WHY?
Firstly we should only check our mirrors whilst travelling in a straight line. Try just moving your eyes, not your whole head. Scanning using our eyes onto the mirrors every 3 - 5 seconds, especially in built up areas. When you're not looking through a corner it is really easy to run wide. As the rider realised he was running wide he over-reacted and locked the front brake. After visiting the site it was found that he would have had enough room to ride around on the shoulder using his brakes on the verge of lock-up.
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CRASH 2 - FATIGUE
The rider has been riding with a mate and had travelled nearly 700 kms on a very hot day. They had an early breakfast at about 8am. The incident occurred at 3pm. He had felt hungry, dehydrated and tired. They had been traveling together and at the time of the crash his mate was ahead and out of sight. As the rider entered a right-hander with 90 degree, off camber, he realised he was going too fast. He over-reacted and locked the rear brake. After keeping it locked the bike went sideways for some time, he then let off the rear brake and the bike high-sided and he was thrown through the air.
WHY?
Riding for long distances without eating good food and taking rest increases the risks. Your Reaction Time will increase and your concentration will be down. Don't exceed your Physical and Mental limitations, concentrate on staying relaxed, being smooth and attentive.
Locking the rear wheel caused the rear to step out to the left, the off-camber corner didn't help in this incident. The rear wheel was locked because the rider over-reacted and used too much pressure, he then released the pressure and the motorcycle highsided him.
Braking in a corner should be practiced remembering to start rolling the motorcycle upright whilst squeezing the front and rear brake levers. Practice braking and keep it controlled.
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CRASH 3 - SURFACE
The rider was riding on a steep two-laned highway traveling in the nearside lane. As he approached a right hand bend at the top of the grade the front end turned in and slid out from under him.
WHY?
The rider should have been aware of the oil slick that is usually found in the inside lane. If the oil slick is so heavy, consideration should be given to just following the wheel tracks and not riding across the slick at all. If this is unavoidable minimum lean should be considered as well as correct speed before the turn.
If you think about these three crashes, you'll realise that there are some common threads - concentration, incorrect response, TIME and SPACE.
Remember, always wear your protective riding gear. Pay attention to your riding, the conditions of the road and practice your braking skills.
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'Remember, concentration assists anticipation'
MORE "WHERE DID IT GO WRONG?"
As most motorcycle accidents (crashes) occur in the city or suburbs with passenger type vehicles, knowing how best to avoid them is a very important issue. I thought we would analyse several typical suburban-crashes and see how we could have possibly avoided them.
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ANTICIPATION
You are riding down a suburban street approaching a slow moving vehicle. The temptation is to go down a gear and accelerate around the vehicle. The driver keeps slowing down and speeding up and you feel yourself getting frustrated and your aggression takes over. You pull out to pass, as you do the vehicle turns suddenly to the right and attempts a U turn. With no time to stop or swerve, you collide with the vehicle.
Where did it go Wrong?
The fact that this vehicle was slowing down and then accelerating should have warned you that the driver was looking for something, possibly an address or a driveway. So many drivers fail to check their rear view mirrors to observe following traffic and as a result are unaware of our presence. It is very important to keep anticipating the "what if" and keep a buffer from the vehicle waiting until you are sure before overtaking. Controlling your aggression is an important aspect of mental skills on the road.
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THE CAR PULLING OUT FROM THE DRIVEWAY
You are riding along a suburban street with good vision left and right. Well ahead you see a vehicle waiting to pull out of a driveway, the car is not moving. As you approach the vehicle the driver accelerates out into your path and then brakes as he sees you. You cannot stop in time and you collide with the car.
Where did it go Wrong?
Often drivers of vehicles appear to be looking at you but often they do not perceive a moving motorcycle or are not thinking or looking for motorcycles. In most cases they may not accurately judge the speed of the motorcycle. A motorcycle rider needs to anticipate this and keep a buffer from the vehicle and also covering the brakes and being prepared to take evasive action to avoid this situation. Watching the wheels will give you an indication that the vehicle is starting to move.
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OVERTAKING
You are riding down a single lane highway, the vehicle in front of you is travelling just below the speed limit and you make the decision to overtake. A short distance ahead is a T-intersection. To the right on approach to this intersection a vehicle turns left into your lane from the intersection - you are now in a collision path with this vehicle and a crash is imminent.
Where did it go wrong?
It is important that you have good clear vision through intersections. On approaching where vision is restricted it is advisable to hang back before overtaking. When a driver is turning left into a street they are more likely to be looking to their right as they turn. If you are travelling on the wrong side of the road at the approach to the intersection, a crash may be difficult to avoid. |
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