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As reported on  PhysOrg The George Institute for Global Health has recently analysed some 23 studies conducted since 1975 to the present day on the effectiveness of motorcycle training in reducing accidents  & published their findings in The Cochrane Library. The analysis showed that there is NO clear evidence worldwide for what type of mototcycle rider training is effective in reducing accidents.

Findings include that pre license training acts as a barrier to riders obtaining their licence, whilst post licence training provided no evidence on reducing accidents. In essence the level of factual evidence rather than conjecture used in order to assess how effective rider training is was so poor that they were unable to ascertain what type of training (if any) is best.

What all the studies seem to have neglected to factor into the equation is the fact that all riders are individuals. How come there are riders who have been riding for over 20 years with no training without having had an accident whilst there are riders who get killed within a year of undergoing training?

Simple really, it’s a question of the riders psyche. The risk averse versus the risk prone. Those who are risk averse will naturally ride slower, more defensively and more cautiously. Those who are risk prone will be the opposite – they will ride faster, more aggressively and tend to throw caution to the wind.

In my opinion what is missing from the study is whether or not training will improve your skills – in other words make you a more competent rider, not whether  training will make you less prone to having an accident. If you as a rider are willing to take the risk of overtaking a vehicle on a blind rise whilst travelling at twice the vehicles speed no amount of training will stop this. It is a risk factor, one you have evaluated & elected to ignore the inherent risks involved. Education through training will have taught you that this is dangerous, and could result in an accident (in fact common sense should tell you this), however if your personal risk profile is such that you ignore this then no amount of training of any sort will teach you not to do this. Likewise no amount of training will prevent the accident.

I am a strong advocate of training, continual training, with regular refresher courses & advise my students to do the same. However I often find students attending courses because “it’s the right thing to do” – peer pressure has coerced them into undergoing training, far more so than a genuine willingness to improve their skills. Yes, these people do learn things on the course, however within a week they are back to their old habits again & 99% of the training is forgotten. These are the sort of people who will never practice what they have been trained to do, simply because their risk profile is such that they see no merit in doing so, they will continue to ride recklessly and will eventually have an accident.

What’s even more ludicrous is the term “accidents” – this implies the event was unpredictable and unavoidable. Yet in reality the truth is that many are not accidents, they are events caused by poor risk assessment. How many times have we all been hanging around with a bunch of mates who ride & the general tone of the conversation is how close one rider came to an “accident” – invariably it is always the same couple of riders who are the topic of discussion, & when the “accident” invariably occurs the remainder of the riders all agree it was simply a matter of time. In other words they could see it coming. As traumatic as this is when it involves injury or even death the simple fact is that no amount of training will have prevented these, as safety is a state of mind, not a level of training achieved.

As riders we need zero analysis or studies conducted to be aware of the fact that from a safety perspective we are at a disadvantage when compared to cars, and no amount of training or skills improvement will change this. It is simple fact. To this end I will continue to advocate training as a method of skills improvement, for when training is applied to an individual who is in the lower risk profile bracket there will be a commensurate amount of safety increased through greater awareness by the rider and an improvement in defensive riding skills.

Take care and be safe whilst on your bikes.

A post seen on the Think Bike Forum. One I feel is valid & very appropriate at this time of the year.

Every year we gather at memorial runs to remember our friends and family members who have passed before us. It is God’s will.

Help Think Bike to get the message out there – SPEAK WHEN IT IS NECESSARY AND BE THAT FRIEND!!

Motorcycle riding rewards the rider who improves their skills at controlling the bike, primarily through greater safety and increased enjoyment of riding,

The greater your skills the greater the fun, but how to improve your skills?

The old saying – “First you get good, then you get fast” is applicable. This is the correct order to acquire skills, yet very few riders attain their skills in this order.

Motorcycles cannot balance by themselves, so low speed balance and steering require constant focus and effort on behalf of the rider. As speed increases the gyroscopic action of the wheels make the motorcycle more stable, and therefore easier to balance and steer.

Most new riders & even some “experienced” riders avoid going slow because it’s hard work to acquire these skills. For the same reason most riders are unable to execute a U-turn, they simply have never learned to balance the motorcycle at low speeds.

If you can’t ride in a straight line at a slow walking pace then find a parking lot and start practicing. Like yesterday!

Keep your eyes up, look straight ahead and practice slipping the clutch smoothly to start slowly moving forward. When moving keep the clutch disengaged, adding small throttle inputs only when the bike is losing its stability.

When you can ride straight lines at low speed, start to work on a slalom around traffic cones (if you don’t have any they can be bought cheaply at most stores like Makro or Sportsmans Warehouse), otherwise use empty two litre cold drink bottles, making the gaps between them smaller as you progress – ideally down to around two bike lengths apart. The “trick” to this is to always look two cones ahead of you, this allows you to plan ahead & ensures your vision & focus remains forward.

Then move to large circles – in both directions, slowly decreasing the radius of the circles to about 6 meters in diameter (the width of the average single lane road), with an emphasis on a smooth path of travel. Remember to keep your head turned in the direction you wish to travel, not focused on the cones you are trying to avoid!

In both the above instances a steady throttle should be used, opening & closing of the throttle will cause the bike to become unsettled, throwing it off balance. Use the rear brake to modulate speed, rather than the front brake as this causes the motorcycle to dip, once again unsettling and unbalancing the bike.

When you are able to do these exercises whilst retaining perfect control without losing your balance or steering direction, you’ll feel more confident with slow speed traffic jams & maneuvering.

Good luck & remember – ALWAYS have fun whilst learning new skills!

Simple rule – our bodies are “non-adjustable”, but bikes are adjustable!

What do I mean by this?

You cannot alter the length of your arms, nor can you alter the length of your legs.

You cannot alter your height when seated on the bike – your torso cannot “grow”!

You cannot alter the size of your hands, nor the reach of your fingers.

Your ankle can only flex so much, after that it becomes uncomfortable, thereafter it gets rather painful!

So, upon purchasing a bike one of the most important things to do is to adjust the bike’s controls to suit your body.

Handlebars: Adjust to suit your reach, the bars can be tilted toward or away from you – the most common complaint is that the bars are too far away. When seated your elbows should be slightly bent at a forty five degree angle, this gives you maximum comfort & good leverage for counter steering.

Levers (brake and clutch): These should be adjusted to suit the span of your fingers – for commuting & general town riding it’s always preferable to have one or two fingers over each lever for quicker reaction time in the event of an emergency. Also, the levers should be positioned up or down so the extension of your hand to reach them is natural – no lifting the wrist upwards to get to the levers.

Gear lever: Again, this should be adjusted up or down to allow your boot to fit comfortably underneath the lever & to ensure no excessive raising of the leg to get over the lever when changing down a gear. Different boots require different adjustment of the lever, for example touring boots versus race boots or motocross boots (on a dual purpose bike).

Brake pedal: This should be adjusted so the movement of your foot from having the ball of your foot on the footpeg to the ball of your foot on the brake pedal is a fluid and straight movement. When riding in traffic and “covering” the rear brake your foot should be comfortable and at a 90 degree angle to your leg, any more than that and you will have to physically hold your foot in an unnatural position which gets tiring and can even become painful after a while.

Ensuring the bike is correctly set up for your physical dimensions is a vital part of a safe and comfortable riding experience. By making the adjustments mentioned above you can ensure that longer distances and commuting are far more pleasurable and ultimately a safer journey.

Motorcycle training falls into 5 distinct levels, each one reliant on the other to bring about a competent riding experience.

Motorcycle Checks

This is the most overlooked factor. Checking the bike before each ride requires diligence on the part of the rider. Most people simple cannot be bothered to do so, yet it is these checks that bring peace of mind to the rider as well as ensuring all safety critical items are functional. In all too many cases riders have arrived for training with badly adjusted chains, incorrect tyre pressure, rear lights or indicators not working. Think through the ramifications of these so called minor items:

Incorrect tyre pressure = poor handling, = an unsafe bike.

Badly adjusted chains: too tight = lack of suspension travel = poor handling = unsafe bike, too loose = snatchy throttle = poor handling = unsafe bike.

Lights/Indicators not working = other road users are unable to see your intentions = unsafe bike.

Safety Gear (ATGATT)

In SA it is illegal to ride without a helmet. Yet just last week there were news reports of an accident where neither rider nor pillion was wearing a helmet. Rider died at the scene of the accident, pillion in critical condition. Safety gear is paramount to your own personal safety. Helmets excluded, the gear will not necessarily save your life, however it will in all likelihood prevent nasty road rash and having to have road dirt scrubbed out of open wounds. I use a simple analogy to show people the usefulness of proper gear – lie down on the road in your jeans & T-shirt & let me drag you along the road for 5 metres. Inevitably the answer is “NO WAY”. Obviously, because it will hurt! Yet these same people are happy to risk sliding down the road at 120km/h plus? I advise all trainees to research the relevant TUV & CE standards & to then make informed choices about safety gear rather than to rely on “a friend said brand x was the best”.

I’ve also found that a trainee with safety gear is more able to focus on their riding & learning as the constant fear in the back of their minds about falling injuries is diminished.

Basic Motorcycle Operation

This relates to gears, indicators brakes, throttle etc. Sounds easy? It is, mostly. Yet it’s still important to ensure these are done correctly all the time, every time. Riders need to know how to emergency stop. Riders need to know to be in the right gear for the current situation. Many riders experience the brief locking of the rear wheel when changing down a gear, caused by releasing the clutch too quickly. This often causes newer riders to panic, therefore matching engine speed to wheel speed by blipping the throttle is an important skill to learn.

Riding Techniques & Crash avoidance

Countersteering. How many times have we all heard that phrase? Yet very few riders actively countersteer. This is one of the most vital techniques a rider can learn, however as with all techniques it needs to be practiced before it becomes habit. Likewise the oft stated “look where you want to go”. Sounds easy, yet this is also a skill that needs to be correctly taught & applied until it becomes habit.

Roadcraft

On road scanning & strategies. This is probably the most neglected skill by riders of all ages and experience levels. Yet it is the most important skill to master. Once the 4 skill levels mentioned previously have been mastered most riders believe they are now skilled and adept at riding a motorcycle. Unfortunately accident statistics prove otherwise.

Placement within the rider’s lane to maximize their line of sight through corners, reading the road surface to spot any changes such as gravel, sand or diesel spills. Scanning ahead to spot potential hazards and applying the SIPDE principle – Scan for the hazard, Identify the hazard, Predict what the hazard may do (car may turn in front of you, dog may run across the road etc.), Decide on a course of action & lastly Execute your decision (slow down, move around the hazard etc.)

Each of these skills is interdependent on one another – you cannot master Roadcraft is you have not accomplished Basic Motorcycle Operation, Riding techniques & accident avoidance may well be compromised if your motorcycle is in poor condition due to the fact that you have not mastered the Motorcycle Checks. It may be argued that Safety Gear is up to each individual to decide for themselves, however those riding with little or no gear tend to have a far greater sense of bravado, which often leads to reckless riding as there is little or no awareness of personal injury. This in turn often leads to accidents due to the greater recklessness.

Decided that it was time for a few smiles, spring “officially” arrives next week on 1 September, so why not a have a few quotes to smile about!

If something won’t open, force it. If it breaks, it needed fixing anyway.

No use getting older if you are not getting wiser at the same time.

A lesson is only a lesson learned if you remember it next time round.

Reality: The illusion brought upon by the lack of alcohol.

Never underestimate the stopping power of a tree.

When I want your opinion, I’ll remove the duct tape.

Show me a sane man and I will cure him for you.

You know you’re gonna have a bad day when your Rice Crispies sound like this:
“Sh1t – Crackle – Fok!!!”

Indecision is the key to flexibility.

The early bird gets the worm – but it’s the early worm that gets caught!

There is no shortcut to experience.

Reality, Life and Now happen between remembering the past and dreaming of the future.

German theologist Dietrich Bonhoeffer once famously said the following about stupidity:

“Stupidity is a more dangerous foe of good than evil is.  It is possible to protest against evil, to expose evil, and at times it can be prevented by force.  Evil always carries in itself the germ of a substitute for it, in that it leaves behind at least a feeling of uneasiness in people.  Against stupidity we are defenseless.  Neither protests nor force can accomplish anything here; reasons are of no avail; facts that contradict one’s own prejudices simply do not need to be believed . . . and if they are unavoidable, they can simply be shoved aside as insignificant, isolalted cases.  In this the stupid person, in contrast to an evil one, is completely satisfied with himself.

The fact that a stupid person is often stubborn should not deceive anyone into thinking he is independent.  In conversation with him it is felt that you are not dealing with the person himself, but with cliches, slogans, etc. that have gained dominance over him.  He is under a spell, he is blinded, he is misused, mishandled in his own being.  Thus having become a will-less instrument the stupid person becomes capable of all evil, and at the same time incapable of recognizing it as evil.”

I Thought this was brilliant. Yet sadly it makes me think of many of the people I have met who treat skills training with disdain, as they are competent enough even though they have never had any training in riding a motorcycle.

Here are ten “quick tips” for all bikers. Why ten? Out of the ten most people will only remember three or four……..

1. Always assume that you are invisible to cars & trucks.
2. The bottle & throttle do not mix.
3. Be cautious of the throttle when riding on cold tyres.
4. Never ride more than 10% to 20% faster than the general traffic flow.
5. Always ride well within your own capabilities.
6. Listen to your “Inner Voice”.
7. Do not ride when you are angry or upset.
8. Keep your bike in good running order & do not abuse it.
9. Ride with a smile on your face & in your attitude.
10. Wish for a safe journey to your destination & be thankful for a safe ride upon arrival.

1. There are a lot more cars and trucks than motorcycles on the road, and most drivers don’t “recognize” a motorcycle; their brain recognition patterns often ignore it (usually unintentionally). This is also largely due to the K53 licence test – vehicle drivers are not taught to look for motorcyclists. Therefore never assume a motorist has seen you at an intersection. Always keep an eye open for escape routes and adjust your speed accordingly.

2. Because your bike is much smaller than a car or truck you may well appear further away from the vehicle than you actually are. This is a common visual/spatial error made by motorists stopped at an intersection waiting to turn left or right. Be aware of this, as the vehicle may turn even though they have seen you.

3. Again, because of its small size your motorcycle can be easily hidden in a car’s blind spots or even hidden by objects or backgrounds outside a car (trees, bushes, fences etc). As such be cogniscent of the fact that although the driver of the car or truck may have checked their mirrors or the intersection they may not have seen you.

4. As motorcyclists we often slow down by shifting down a through the gears, or merely rolling off the throttle, thereby not activating the brake light. Be aware that cars and trucks travelling behind you will not have any visual indication that you are slowing down,and as such my close whatever gap is between you and them. For your own safety it is recommended when doing this to lightly activate the brake pedal to ensure following motorists have a visual indication of the fact that you are slowing down. This also applies to group rides, to ensure the riders following you are aware that you are slowing down, especially when riding with a new group or a group that doesn’t often ride together.

5. Indicators on a motorcycle are usually are not self-canceling, as such some riders, (especially beginners) sometimes forget to turn them off after a turn or lane change. This could mislead motorists into thinking you are turning which could lead to them pulling into your path of travel when in fact you are planning on continuing straight. Make sure to cancel your indicators after use.

6. The stopping distance for motorcycles is nearly the same as for cars, but varied road surfaces such as gravel on the road could cause your stopping distance to become longer. Therefore keep a safe following distance between vehicles in front of you when the road surface becomes less than ideal.

Originally published in the November 1991 issue of Motorcyclist Magazine this article is still relevant today. It is used by many as a guide to fast but controlled street riding. I’ve modified it slightly to make it applicable to S.A. where we ride on the left hand side of the road.