Police riders' handbook to better motorcycling - Motorcycle road craft

[rustic101]

I read a thread the other day in which a rider was given the reference number to this book written on her infringement notice (for speeding), also noted the rider had no gloves an indication the bike is normally stolen.

Anyway, I now have a copy of the book and am very impressed. It is my intention to start putting some posts up around the topics. One in particular is the 'Mental Characteristics of a Good Rider'.

Will also draft up some of the spreadsheets and check lists they have which are very good.

More than likely there will be the knockers on here, however if even one person takes notice then I will have achieved a goal.

I laughed hard, very hard when I read this - 'Just reading Motorcycle Road Craft will not make you a better rider. Practise is an essential and the most important part of learning any new skill....' I have read so many threads on KB about what you should or shouldn't do and wonder if its from personal experience or well a mate of mine... ;)

Anywhoooo. I'll start writing in the weekend :)

[davebullet]

Looking forward to it.

It would be nice to see a condensed version of all the commonly agreed techniques in one book.

[Okey Dokey]

Is it written by US cops, Kiwi cops, UK cops?

[george formby]

I did an advanced riding course in the UK years ago with the Met, instructors from the Police training college. What an eye opener, I expected constant life savers & upright "proper" riding. Oh no, it was all about line's, visibility & a wonderful term "making progress" which could be translated as overtaking in the most unlikely places making full use of a bike's performance. I look forward to your post's, in my experience the cop's really know how to ride a bike.

[rapid van cleef]

I also did an advanced rider training course in UK with a Police instructor and it was excellent. All about lines and making swift progress.........i was going quick and i was being 'advised' to go faster, faster faster, by the instructor'. In my experience, the police cops in UK are regarded as very very highly skilled riders by most bikers in UK.

[XP@]

Looks like it is by the UK police. From the looks of the contents I would like to have a read...
http://www.tsoshop.co.uk/gempdf/TSO_Motorcycle_Roadcraft_Contents_Introduction.pdf

And yup follow the cop's persuit style of riding and it's amazing just how quickly you can get places without going really fast.

[Okey Dokey]

Mmmm... sounds really interesting! :)

[SPman]

...also noted the rider had no gloves an indication the bike is normally stolen.
In that case, about half the bikes in Aus. are stolen.......

[NordieBoy]

That looks quite interesting...

[rustic101]

Yeah sorry its a UK version (third ed)

[george formby]

Yeah sorry its a UK version (third ed)

Not a bad thing. Last time I was in blighty I saw a Police R1 on the motorway. What a great job!

[Ixion]

I look forward to viewing the excerpts.

(Where the HELL is the download! )

[Tricia1000]

It is the UK cop book. It has been adopted by the NZ police. This is the curriculum that I teach on my advanced courses, it is the basis for all motorcycle riding and parts of it I teach and find very useful in defensive riding. Most everything we do, can be simplified using the five phases of motorcycle control. Making progress isn't just about overtaking though, it is also about using and anticipating the traffic situations to move more fluidly and less obtrusively through the traffic.
If anyone would like some practical sessions on what they read in this book, give me a shout.. I recommend this book 1000%. Unfortunately the only part that the NZ cops haven't quite decided to adopt though, is the bit (off the top of my head) on page 139, which states, that a rider can use the motorcycles small size and manoeuvrability to filter (Lane split) through the traffic. If you failed to do this on an advanced riding teste UK or Ireland, you would be failed. Here is depends on the cop on the day, and whether you were filtering in a considerate and safe manner.

Tricia

[rustic101]

1. The mental characteristics of a good rider

This chapter is about how you can become a better rider. It focuses not on the physical but mental aspects of riding skills, looks at how attitudes and concentration affect riding performance.

Research evidence shows that attitudes affect riding safety, but developing appropriate attitudes is not simple. It depends on recognising that attitudes are important, and on making a personal commitment to changing attitudes that are safe.

2. What makes a good rider

Good riders have a quite efficiency in their actions and this derives from:

• A good level of concentration
• Accurate observation
• Matching the machine’s speed and direction to the situation
• Awareness of the risks inherent in particular road and traffic situations
• Acting to keep identified risks to a minimum
• Awareness of their own limitations and those of the machine and the road
• Skilful use of machine controls
• Attitudes that contribute to road safety

It is not simply the speed of your reactions that determines whether you are a safe rider but your ability to identify and respond to hazards. Being able to respond quickly to simple stimuli such as noise and light does not in itself reduce accident risks. Young, inexperienced riders typically have very fast reactions to stimuli but very slow reactions to traffic hazards.

The ability to detect hazards is learnt like any other skill and depends partly on experience. More experienced riders develop a sensitivity to the early indications of possible trouble. When risks arise they monitor them at a subconscious level in readiness to respond quickly if the situation developes dangerously. Because they are more aware of potential danger they are more alert while riding, and this helps to sustain their concentration.

3. Traffic accidents

Most riders think they are both safer and more skilful than the average rider – but we cannot all be right. In more than 90% of traffic accidents, human error is the cause, accidents do not just happen by chance, they are the consequence of unsafe riding practices. Riding safety cannot be thought of as an add-on extra; it has to be built into the way we ride.

Road accidents

Traffic accidents account for:

• Almost half of all accidental deaths in Britain
• Nearly a quarter of all adult deaths under 30, whether accidental or not – they are the largest single cause of death for young adults.

Your likelihood of having an accident

Average car drivers cover about 10,000 miles a year and have a one in seven chance of an accident during that time. Compared with drivers, the risk for motorcyclists is much greater. They are:

• More than 35 times more likely to be killed or seriously injured
• Eight times more likely to be involved in an accident which results in injury
• 20 times more likely to be injured themselves

Riders who have a greater than average risk of having an accident are:

• Those travelling more miles than average per year
• Younger riders, especially men
• Inexperienced riders

Who is most likely to be involved in a motorcycle accidents?

Statistics show that, overwhelmingly, it is young, inexperienced males who are most likely to be involved in a motorcycle accident:

• 93% of riders involved in injury accidents are male
• The peak age for being killed on a motorbike is 17
• Comparing riders aged 20 and riders aged 30 with the same riding experience, the 20 year olds have three times the accident risk of the 30 year olds
• Comparing riders of the same age, those in their first year of riding have three times greater risk of accident than those in their sixth year of riding
• The average rider starting at 17 will have had more than eight accidents by the age of 35

What are the likeliest sorts of accidents?

We can also tell you from statistics which are the commonest types of motorcycle accidents:

• Three-quarters of accidents occur in built up areas
• Just over half the fatalities occur in non built up areas
• 15% of accidents occur during overtaking
• 12% of accidents occur during cornering
• 30% of accidents in wet weather involve a skid

Do we learn from our mistakes?

Sadly the evidence shows that we do not learn very well from our mistakes. Even after taking account of age, sex, annual mileage and riding experience, some riders are consistently more at risk than others:

• Riders who have had an accident in the previous three years are three times more likely than average to have an accident in the following year.

We know that drivers tend to repeat the same type of accident and the same is true for riders. If you have an accident or near miss you should think very carefully about what you could have done to avoid the situation. If you do not learn from your mistakes you are more likely to repeat the same mistake.

Riding to Close

The practice of following too close to the vehicle in front gives a valuable insight into the way accidents happen. Because errors go unpunished – that is, they are not always followed by an accident – they develop into bad habits which increase the risk that one day the rider will be involved in an accident.

Resistance to learning from experience

These facts show that we are not good at learning from our experiences. Most riders involved in accidents do not accept that they contributed to it. If you think that you did not contribute to the accident, you will also think that you have nothing to learn from it, and your riding technique, together with any faults contributed to the accident, will remain unchanged.

To become a better rider, we have to recognise the resistance in ourselves to accepting responsibility, and take steps to overcome it. The first step is to recognise that we all have a resistance to learning. Once we have learnt to do something routinely we are very reluctant to alter that routine, whatever the evidence that is does not work.

Key Point - Every near miss and accident needs to be seen as an opportunity to re-evaluate and improve your riding technique.

Next section

How Attitude Affects Good Riding

[Toaster]

Not a bad thing. Last time I was in blighty I saw a Police R1 on the motorway. What a great job!

They have a mufti Hayabusa too... and a range of good pursuit vehicles.

[Ixion]

More experienced riders develop a sensitivity to the early indications of possible trouble. When risks arise they monitor them at a subconscious level in readiness to respond quickly if the situation developes dangerously


Well, yeah, but it's much easier just to get a spidey and let him take care of that stuff.



The average rider starting at 17 will have had more than eight accidents by the age of 35

Cluckin' bell. that sounds decidedly suss. We'd need to know their definition of accident. I don't think I know ANY rider who's had eight accidents, by any age., Unless you count 'fell off the side stand' stuff.

[sinned]

Thanks for this book recommendation; I have ordered from Amazon - it is on back order. A zillion years ago I did the Institute of Advanced Motorists driving program, got the cert but more importantly developed skills which have helped to keep me alive and enjoy driving. If only the equivalent motorcycle riding program was available in NZ?

[rustic101]

4. How Attitude Affects Good Riding(abridged)

Studies have shown that rider’s attitudes to other road users, speed and risk taking are a good guide to their likelihood of having and accident. Later in this section there is an opportunity for you to try two examples of attitude tests used in research studies.

Attitudes to other road users

Good riding depends on constructive attitudes and considerations for other road users. There is already a great deal of potential conflict on the roads without adding to it all by selfish and aggressive behaviour. Such behaviour increases the stress levels of other road users and increases the risk of accidents. Many road users become unnecessarily angry when others interrupt their progress. Even behaviour that is perfectly reasonable may be a source of irritation. Riders should be aware that their ability to filter through slower traffic may cause some drivers to react angrily., You can reduce the risk of accidents for yourself and everyone else by being more tolerant and by avoiding actions which create unnecessary stress. Riders who show consideration for other road users are less likely themselves to become involved in accidents.

Attitudes to Speed

The speed at which you ride is one of the most important factors in determining your risk of having an accident. Riding too fast is probably the factor that puts riders at the greatest risk of fatality. The faster you go, the less chance you have of taking avoiding action, and the greater your risk of having an accident. Speed is largely a matter of choice – the occasions when it is absolutely necessary to ride fast are fairly limited. Good riding requires you to ride at a speed that is safe for the conditions.

Attitudes to risk taking

There is always some degree of risk while riding a motorcycle, but the riders attitudes can greatly influence the risk involved. A general acceptance of risk is associated with a higher risk of an accident while riding. Attitudes which predispose you to risk are:

• Enjoying the thrill of danger
• Enjoying impressing other road users
• A disregard for personal safety
• The illusion of control, or over estimating your ability
• ‘noble cause’

Young, inexperienced riders run the greatest risk of accidents because they have a greater tendency to seek risk and disregard danger. They also see less risk in many traffic situations than more experienced riders.

Motorcyclists who ignore the law and ride in a risky way think that the risk of having an accident is lower than riders do. In fact the risk of an accident for this group is higher than it is for other riders.

Many riders take risks to impress other people – for example, young male riders ride faster when they have a young male passenger than when alone or with a female passenger.
Riders tend to suffer from the illusion of control, which is a tendency to over estimate their ability to cope with the accurate perception of risk.

Police riders, like riders in the other emergency services, need to be aware that the risks cannot be justified by telling themselves that they are taking the risk in a noble cause - to help someone else, or to catch a person suspected of a crime. Your overriding responsibility in any situation is to ride safely. That if you fail to arrive at the location you are no good to anyone..

Time Pressure and the purpose of your Journey

...No emergency is so great that it justifies the possibility of injuring or killing someone or yourself through bad riding. It is better to arrive late than never.

Red Mist

‘Red Mist’ is the term used to describe the state of mind of riders who are so determined to achieve some objective – catching a vehicle in front, overtaking an other road user, getting to a location as fast as they can – that they are no longer capable of realistically assessing rider tasks. Their mind is not on their riding but on some other goal; they have become emotionally or physiologically caught up in the chase. All road users are susceptible to ‘red mist’.

To prevent red mist, riders need to be able to maintain their usual clam. Each rider has to find their own method of keeping calm and concentrating, but the key steps in helping to prevent red mist are set out below:

• Do not get into a personality conflict with the person you are pursuing. Be dispassionate about the task or situation and concentrate on behaviour rather than personality. Use deliberately neutral, non aggressive language to describe the others persons (to yourself s well as others).
• Do not imagine what you might find at the incident – access the incident when you arrive at it.
• Concentrate of your riding – if you find this difficult, try giving yourself a running commentary on your riding, spoken aloud.

Other causes of risk taking

Greater risk taking also arises from attitudes that have nothing to do with risk assessment. Impatient, aggressive and selfish attitudes in drivers are linked with excessive speed and a tendency to commit driving violations that put them at risk.

Also a disregard for social values (such as defrauding insurance companies, illegal parking, tax evasion, not paying fines and a general disregard for the law) has been specifically identified with an increased risk of accident. The same is likely to apply to motorcyclists. We know that riders who commit violations and ride in a risky manor have a greater than average risk of accident.

Rash decision making also increases the risk, If you do not consider all the implications of your decisions, your actions are unpredictable and you fail to take account of traffic conditions.

Emotional mood and accident risk

Road users commonly express how they feel in the way that they ride/ drive, and can be very dangerous. Road users who have recently had an argument behave more aggressively than normal and ride/ drive too fast and too close to the vehicle in front. American research shows there is a greater risk of accident during times of stress such as during a divorce.
Traffic delays are a common source of stress and frustration. Many riders release this anger by riding more aggressively and then by taking more risks. If you are able to recognise this as a problem and can find another way of coping with the stress you will improve your riding. Focusing on the present rather than on the purpose of the journey is one way of reducing the stress.

{Cart to come – How do mood and stress affect your riding}

Next section

Attitudes and Society

[rustic101]

Coffee time ;)

Only another 198 pages to go lol

[rustic101]

5. Attitudes and Society

Our attitudes are shaped to a large degree by the society which we live in, the organisations we belong to and the company we keep. These groups help us to define what is normal, what is acceptable and what is desirable.

Because the attitudes of your collages and the organisation you work for affect your riding, you should be aware of what these attitudes are. Certain attitudes – for examples, an overemphasis on reaching destinations on time valuing speed and competitiveness, or using language which stereotypes or is aggressive – may undermine safe riding practices. Problems such as these really need to be dealt with at an organisational level, but the first step in remedying them is to acknowledge that they exist and that they have personal relevance.

You need to be aware of the social influences on attitudes and safety but, in the end, the responsibility for the safety of yourself and other road users is yours alone. It is particularly important to be aware of your individual responsibility for safety when riding in a group. There is a temptation to follow the leader and not make an individual assessment of riding hazards. This is dangerous, because you alone can assess when it is safe to move and at what speed.

Most people are reactive; if they encounter another rider with a courteous attitude and an obvious concern for their safety, they are encouraged to adopt a similar approach. Riders who have a professional attitude to riding and safety can influence the behaviour of other motorists for the better.

6. Changing unhelpful attitudes

Develop positive attitudes

We have now looked at riding attitudes that have looked at the risk of accidents. Positive attitudes that help reduce accidents risks are:

• A tolerance and consideration for other road users
• A realistic appraisal of your own abilities
• An awareness of your vulnerability as a rider
• A high degree of care for your own safety, for your passenger’s safety and for other road users.

You need to be able to recognise your own limitations and to set aside personal goals in the interests of safety – an example would be restraining yourself from reacting aggressively to another road user’s aggressive behaviour. You need to make decisions carefully, to take full account of the traffic conditions and to avoid acting in an unpredictable way.

Recognise that attitudes affect safety

Understanding your own attitudes and changing them to reduce accident risk is a difficult task. The first task is to be aware of the effect that your attitudes can have on your riding safety. One way of gaining some insight to this is to use the attitude tests. By answering a few simple questions you can gain some idea of your attitudes and a measure of your accident risk.

Check your own attitude

{Test to come – Attitudes to riding}

Acknowledge resistance to change

Most riders would accept that developing a safety conscious attitude is important, but a big problem exists because we believe our own attitudes are right and are reluctant to accept evidence that we need to change them. Attitude to speed is a key area where there is often resistance to change. To asses your own attitude to speed, complete the questionnaire that follows.

Riding speed

{Test to come – Attitudes to riding}

Recognise your own vulnerability

If you have inappropriate attitudes towards riding, and are able to acknowledge this, the next step is to identify safety as your primary concern. Consider the elements that bolster your unsafe riding attitudes and how you can change them. Most important amongst these are:

• A false sense of personal invulnerability
• An illusion of control

These attitudes tend to prevent us from accepting that the risks of riding apply to us as well as to other people. (see riding defensively page 21).

Critical self-awareness – the key to riding skill

Acknowledging the need to change attitudes is difficult because the evidence is statistical and most people trust their own experience rather than statistics. If you are a fast aggressive rider, you may not make the connection between your attitudes and the way you ride even if you have been in an accident. Research has shown that riders have a strong tendency to blame the road conditions or other road users rather than themselves for the accidents that they cause. This helps to explain why there is a strong tendency for riders to repeatedly make the same mistakes and become involved in the same kinds of accidents.

A fully professional approach to riding requires you to take an objective look at the facts, to be prepared, where there is evidence, to discard inappropriate attitudes and to develop a critical awareness of your own attitudes and capabilities.

The key steps to achieving this critical self-awareness are:

• Acknowledging that attitudes affect riding performance
• Being aware of your own attitudes and recognising that they affect your risk of having an accident
• Recognising that you are vulnerable, especially on a motorcycle
• Making safety your primary concern in all your riding decisions
• Considering your own experiences of near misses or accidents and what you can learn from them
• Carrying through changes in attitude to your riding performance by applying them in every riding situation

Next section

Concentration and Alertness

[rustic101]

Unfortunately the only part that the NZ cops haven't quite decided to adopt though, is the bit (off the top of my head) on page 139, which states, that a rider can use the motorcycles small size and manoeuvrability to filter (Lane split) through the traffic.

Tricia

Bang on Tricia but might take me a few days typing to get that far lol

[Genie]

Interesting reading so far...thanks

[Okey Dokey]

This is really good stuff to read. I hope your typing fingers don't seize up on you. Bling sent, but I can't send more until I spread it around a little. :) Thanks for sharing all this with us.

[UberRhys]

Not a bad thing. Last time I was in blighty I saw a Police R1 on the motorway. What a great job!


They have a mufti Hayabusa too... and a range of good pursuit vehicles.

Better than an Astra chasing you round then... :killingme:killingme

[Toaster]

Better than an Astra chasing you round then... :killingme:killingme

Hyundai was a close contender for the NZ police fleet but they ended up extending Holden.... they kept "holden on"!!

[rustic101]

7. Concentration and Alertness

Concentration and alertness are also key mental aspects of riding skill. This section looks at the factors which can help or hinder them.

Our ability to handle information about the environment is limited. We cope with this by giving more attention to some parts of the environment than others and concentrating on them. This is important to riding as we react most quickly to things happening in the part of the environment which we are concentrating on.

One way of seeing this is to imagine your field of view as a picture – you can see the whole picture but you can only concentrate on one part of it at a time.

{Pictures missing here}

Scanning the environment

Riders that can rapidly scan the whole environment looking for different kinds of hazards have a lower risk of accidents than riders who concentrate on one area. There are several ways you can develop your ability to do this. Some are:

• Move your eyes around and look in all directions, including your mirrors.
• Look fro any hazards in any shape, size or form from any direction.
• Develop your sensitivity to the variety of possible hazards in different riding situations – this depends on learning, experience and commitment to developing this awareness

Looking but not seeing

What we see depends to a large degree on what we expect to see. You may have experienced, at one time or another, pulling out and narrowly missing a bicycle coming from the other direction in which you have just looked. Errors of this type are common because road users, including riders, are generally looking for cars or trucks but not for smaller objects like bicycles or motorcycles, which they fail to see. When we concentrate, we don’t just look at a particular part of a scene, we look for particular types of objects in that scene. We find it easier to detect objects that we expect to see, and react more quickly to them. Conversely we fail to see objects that we do not expect to see. This has important implications for your safety as a rider. (see riding defensively page 21).

Developing your hazard awareness

Some processing of information goes on at a subconscious level but a prompt can summon our attention to it. An example is the way we prick up our ears when we hear our name mentioned. Experienced riders rapidly and automatically switch their attention to events happening outside their field of focus because they have subconscious or instinctive understanding of the implications of particular traffic situations.

In the following chapters of Motorcycle Roadcraft we analyse many examples of traffic situations for the hazards that occur in them. You may wonder if so many examples are necessary, but their purpose is to increase your understanding of the potential hazards in each situation. The aim is to ‘pre sensitise’ your awareness so that when you encounter a situation you already know what hazards to look for and can respond to them more quickly.

Alertness

Alertness determines the amount of information you can process – it can be thought of as mental energy and its opposite is tiredness or fatigue. Alertness depends on many things, but with routine tasks like riding, it tends to decrease with time spent on the task. Alertness also depends on some extent on your personality. Extroverts (outgoing people that require a lot of external stimulation) are more susceptible to fatigue than introverts (inward looking people who avoid high levels of stimulation).

To ride well we need to reman alert – ready to anticipate, identify and respond to hazards. But most riding is routine; it places few demand on our abilities and the risk of accidents from moment to moment is small. This relativity low level of stimulation makes it easy to lose concentration, and we need to take active steps to maintain it. In busy urban traffic, the demands of riding may be sufficiently stimulating, but on long journeys on motorways or rual roads other forms of stimulation are needed.

Alertness and anxiety

Alertness depends on your level of anxiety, and there is an optimum level of anxiety for any task. A small amount of anxiety arising from a sound understanding of the risks involved can help to maintain alertness and readiness to respond. No anxiety at all dampens your responsiveness and decreases your speed of reaction. Too much anxiety can result in failure to process information and respond appropriately.

You can help yourself to stay alert by:

• Consciously assessing the current level of risk
• Constantly updating your assessments
• Talking yourself through the risks of traffic situation

If you actively maintain you awareness of the risks in this way, it will help you to keep anxiety at an optimum level, and you will be less likely to neglect a potentially dangerous situation.

Fatigue

Fatigue is the total time you spend at work and not just on the machine. If you are tired from other duties before you start your journey, you are much more at risk from fatigue during the journey. Riders have an increased level of susceptibly to fatigue from noise, vibration and exposure to wind and weather. Professional riders are particularly at risk because of professional and social pressures encouraging them to continue riding beyond what they know is their safe limit.

Heath, medication and emotional state

You should never ride when you feel unwell. This is particularly important on motorways because of the dangers of high-speed accidents and the limited opportunities to stop if you feel ill. Medication is a common source of drowsiness, so if you are taking any medication follow the advice on the label or given to you by a health professional before riding. Your emotional state affects your ability to recognise hazards, to take appropriate decisions and to implement them efficiently. If you are emotionally distressed you should be aware of the affect that will have on your riding.

Monotonous conditions

Riding for long periods of time in monotonous conditions such as low-density traffic, fog, at night or on a motorway, reduces stimulation and promotes fatigue.

How to combat fatigue

To reduce the risk of fatigue:

• Make sure you are not tired before you start riding.
• Use any available adjustment to make your riding position comfortable.
• Adopt a comfortable position on the machine with your instep resting on the foot rests.
• Consider wearing ear protection (ear plugs) to reduce noise.
• Wear clothing that provides physical protection and is appropriate to the weather.

Fatigue can be caused by both hot and cold conditions. In warm weather, light coloured garments will help you to stay cool as well as making you more conspicuous. In wet weather, it is important to wear fully waterproof outer garments - saturated cloths remove heat from the body very quickly in the airflow of a moving bike. Remember that gloves and boots need to also be waterproof.

Cold weather is dangerous; as the body’s core cools, the rider becomes sluggish and loses attention. The extremities cool more quickly than the body, and in cold weather the average temperature of the rider’s hands is around 14 to 15 degrees C. At this point they lose most of their sensitivity.

Take effective action to prevent chilling by:

• Wearing multiply layers – the more layers you wear the warmer you will be.
• Wear a thick suit covered by an outer windproof/ waterproof suit.
• Close all fasteners to prevent the suit from ballooning – movement of air inside the suit causes chilling.
• Avoiding wearing cloths that make you sweat – sweat removes heat and moisture when it evaporates causing dehydration
• Keep you head, hands and feet well insulated

Irregular work or shift patterns increase your risk of fatigue

If you feel drowsy, if your eyelids are heavy and the rear lights ahead of you begin to blur, you must do something immediately to stop yourself from falling asleep. Take a rest as soon as it is safe to do so.

Next section

Riding defensively

[george formby]

Top job Rustic:yes:

[Quasi]

Great job with the typing Rustic. Well done. Lots to take on board.

[Bikernereid]

Thanks for taking the time to type, much appreciated!! Will try and get the book shipped over from Blighty.

[george formby]

It's great to read about attitude & concentration, probably the two things that affect my riding most. On a recent run I found my speed creeping up on a beautiful road, right in the groove, but definitely beginning to put myself at risk. It took a conscious effort to rein in my speed and still maintain my concentration at what felt like a pedestrian pace. This thread is a good reminder of subtle things that rarely get discussed.
Better than Coro, when's the next episode? Somebody lend Rustic a scanner.

[Bikernereid]

Look forward to the cornering section as that is my psychological achilles heal ;-)

[rustic101]

8. Riding defensively

Riders are extremely vulnerable. Unlike car drivers they have no protective shell around them, their stability is highly dependant on the quality of the road surface, they are not very conspicuous and other drivers take greater risks when pulling out in front of them. Set against this, riders have advantages in observation, positioning and acceleration.

Conspicuity (being more easily seen)

One-third of drivers involved in a daylight collision with a motorcyclist claim not to have seen the rider before the accident. At night this figure rises to over half of all drivers. The head-on view of a rider and machine is relatively small, presenting a small image from which to access speed. If the situation is busy it can be difficult to distinguish a rider and machine against the back ground and we saw earlier that many drivers have a blind spot when it comes to looking for riders. At night riders face more difficulties: the headlight is often insufficiently bright to attract attention, it may become ‘lost’ among the confusion of other headlights and because it is only one light, it provides a poor cue for assessing speed and distance.

You should do everything you can to make yourself more conspicuous. You can do this by:

• Wearing a jacket or over-vest that is fluorescent and has reflective markings
• Placing Conspicuity tape on you helmet or luggage
• Using daylight running lights
• Using a bright quartz halogen headlamp

In making your riding plan you should take into account you conspicuousness, and consider how well you stand out against the background. Be ware that this can change rapidly: a white machine against a black tarmac is relatively visible, for a example, but the same machine against a white truck merges into the background. Do not assume that because you are conspicuous you are safe. As always your safety depends on the quality of your observation and planning.

Three-quarters of the accidents where the driver claims not to have seen the rider occur at junctions. You should always approach junctions at which there is a waiting or approaching vehicle with considerable caution. Reduce your speed until you are sure that the other road user is aware of your presence and follow the advice in the chapters on observation and positing.

Clothing

Clothing is currently the main protection available to a rider in an accident. A helmet must be in good condition, as even the slightest damage can severely reduce its strength. Its should be correctly fitted – the padding and the straps should be adjustable so that it does not move once it is on the head.

Outer clothing should be flexible, resistant to abrasion, and provide a degree of support; it should have padding on key areas such as elbows, knees and shoulders. Leather is generally regarded as the most suitable material. Boots should always be worn to protect the foot, ankles and lower leg and gloves to protect the hands and wrists. Brightly coloured or florescent clothing with reflective panels will help with conspicuity.

Noise from a bike causes fatigue in the short term and damages your hearing in the long term. Use ear plugs to lessen fatigue and to reduce risk of hearing damage.

Developing your ability to ride defensively

The most important thing to recognise as a rider is that your safety depends on your actions and your ability to anticipate and avoid the actions of other road users. You need a high level of attention, an awareness of likely hazards and excellent observations skills. You need to make the most of the advantages of height, positioning flexibility and speed that he machine provides. The ability to sense danger in a situation only develops with experience, so you should always ride well within yur capabilities. Always make sure the road space that you intend to enter is positively safe. Remember that, even in daylight, up to a third of other road users will not even realise you are there.

9. Learning skills

Safe riding habits depend on appropriate attitudes and on appropriate skills in hazard perception and vehicle control. You will find it easier to improve and develop your skills if you have some understanding of how we learn skills and od what role instruction plays in the learning process.

Skilled performance of any task depends on three main elements:

• Rapid and accurate perception of the relevant information.
• Rapid choice of an appropriate response.
• Accurate execution of the chosen response.

Attitude, as we have seen, is important in identifying what is relevant and in selecting what is appropriate. Speed and accuracy, the other attributes of skill, depend on practice and feedback.

Practice and feedback

The two basic requirements for skill development are practice and feedback on the effect of our actions. The better the feedback the better the learning. Complicated skills such as riding are built up from smaller skill elements. Early in practice we need detailed feedback on each of the elements but later, as the different elements of a skill are put together and become automatic, we are less and less aware of our individual actions. This is has two results; firstly, each decision covers a bigger task so that fewer decisions are needed; secondly, our actions becomes smoother and less hurried.

When you have mastered the basic controls and skills required to ride a motorcycle, you can devote more of your attention to road and traffic conditions. This improves you anticipation and response to hazards – key areas of advanced riding. Your performance becomes more relaxed and efficient, making it appear that you have all the time in the world.

Throughout this book you will find many routines, such as the system of motorcycle control, designed to improve your riding. At first they will put heavy demands on your attention and thinking time, but as you get use to them, they will become second nature. Learning Roadcraft skills mirrors the process by which you learnt the basics riding skills to pass your test. At first manoeuvres like changing gear or turning round in the road required all your attention, but with practice they became automatic, allowing you to devote more of your attention to reading the road.

There is a possible negative side to this, especially if you tend to think of riding as a mainly mechanical activity. Once a routine has been learnt, performance can become ridged and unable to respond to changing circumstances. We have already touched on this resistance to learning from experience, and it is something you need to be aware of when evaluating new approaches to old problems.

Instruction

Rider training at basic and advanced levels can accelerate your learning, enabling you to develop skills you might otherwise never possess. Training can improve your hazard perception by making you aware of the potentially dangerous situation in different traffic environments, and by giving you practice in detecting them. But it is important for you to take an active role in developing your own learning. We each learn differently, and you alone can identify which methods work best for you. To learn effectively you need to have the right balance between instruction and practice. Instruction can draw your attention to parts of a task or ways of doing things but practice is the only way in which skills become automatic and readily available when you need them.

Overconfidence after training

In the period following training, riders can get into serious difficulties because they over estimate their new abilities. On finishing a well supervised course your riding ability and your confidence should be in balance. As you practise the methods you have learnt there is a possibility of a mismatch developing between your actual riding ability and the confidence you have in it. There is a danger that your confidence will take you into situations which you can not handle, and which might result in an accident. Recognise that this is a problem you will have to tackle whenever you learn new skills. Observe your own riding critically and ride within your known limits.

The following chapters explain techniques of machine control that can help to increase your safety and your risk of having an accident, but they can only do tis if they are supported by positive attitudes, concentration and, above all, critical self-awareness.

Review

Check you understanding

• What are the three types of rider that have a higher than average accident risk?
• Do riders who have had an accident generally alter their riding as a result?
• What are the attitudes that predispose you to risk?
• Why are riders who suffer from red mist at higher risk of having an accident?
• What can riders do to avoid red mist?
• What can you do to stay alert?
• What can you do to combat fatigue?
• How can you increase your conspicuity?
• How do we learn new skills?

If you have difficultly in answering any of these questions, look back over the relevant part of this chapter to refresh your memory.

Next chapter

The System of Motorcycle Control

[GOONR]

Look forward to the cornering section as that is my psychological achilles heal ;-)

ditto...

10 char.

[rustic101]

The other two charts are more a self check list and will do them in Visio and tonight I need some me time lol :)

[phill-k]

Having seen the previous post mentioning this book ordered it from fishpond last week received an email yesterday saying it will be delivered Monday.

[rustic101]

Please find the check list attached:

[rustic101]

Please see attached chart:

[rustic101]

Please see the view below:

[Lucy]

There are a lot of 'Police motorcycle Rodeo' clips on youtube. Quite interesting, especially after reading this thread.

[MyGSXF]

$39.95 @ Fishpond :yes:

http://www.fishpond.co.nz/Books/Nonfiction/Technology/Engineering/Automotive/9780113411436/?cf=3&rid=1791921062&i=1&keywords=police+riders+handbook

[Bikernereid]

$39.95 @ Fishpond :yes:

http://www.fishpond.co.nz/Books/Nonfiction/Technology/Engineering/Automotive/9780113411436/?cf=3&rid=1791921062&i=1&keywords=police+riders+handbook

Thanks for this, but ouch, how much?!!

http://www.amazon.co.uk/Motorcycle-Roadcraft-Police-Handbook-Motorcycling/dp/011341143X (Might be worth getting a few shipped over courtesy of mum).

[howdamnhard]

Hmm , methinks me needs to get me hands on above mentioned book.

[rustic101]

10. The System of Motorcycle Control

This chapter explains the system of motorcycle control, and shows you how to use the system to negotiate hazards. A feature of every road accident is human error. The purpose of the system of motorcycle control is to provide a way of approaching and negotiating that is methodical, safe and leaves nothing to chance. If you use it consistently with the right frame of mind, good observation and a high level skill in bike control, you should avoid causing accidents yourself and be able to anticipate many of the hazards caused by other road users.

Using the system will help you to give you calm control of your machine, and enable you to deal with hazards without getting flustered. Your progress will be steady and unobtrusive – the characteristics of a good skilled rider.

Riding skills

Riding requires more than pure handling skills. Many hazards encountered by riders are unpredictable. You need an investigative approach to recognising and negotiate them safely. You should learn to expect the unexpected. Riding uses both mental and physical skills.


Mental skills – the ability to scan the environment, recognise relevant dangers and hazards, decide on their priority and form an achievable riding plan.


Physical skills – the ability to translate intentions and thoughts into physical action accurately and smoothly.

In using these skills you need to take into account:


• Real ability as opposed to perceived ability (what you can actually do as opposed to what you think you can do – in the average rider there is significant gap between real and perceived ability. A key objective of rider training is to bring perceptions in line with reality)
• The capability of the machine
• The prevailing weather and road conditions

There is much to anticipate and think about when riding. Road and traffic continually change, requiring you to analyse and adjust course and speed frequently. You need to take many factors into account; the activity of other road users, where they might be and what they might do, the closeness of other vehicles, the need to signal your intentions, the road and surface conditions, the weather, and the handling characteristics of your bike. The system of motorcycle control simplifies this task. It provides a simple and consistent method of riding which ensures that you overlook no detail and leave nothing to chance.


The system of motorcycle control gives you that essential aspect of safe riding – time to react

Hazards

A hazard is anything that is potentially dangerous. A hazard can be immediate and obvious, such as a car approaching you on the wrong side of the road, or it may be less obvious but just as potentially dangerous, such as a blind bend which conceals a truck reversing into your path. Much of your Roadcraft skills is in early recognitions of hazards – the situations that are potentially dangerous – and then talking the appropriate action to deal with them. One of the main causes of accidents is the failure to recognise hazardous situations – if you fail to see to potential danger you can not take the action to avoid it.

On the roads you will meet three main types of hazards:


• Physical features such as, junctions, roundabouts, bends or hill crests
• Risks arising from the position or movement of other road users
• Problems arising from variations in the road surface, weather conditions and visibility

At the end of your next journey, look back over the way you approached and negotiated hazards and ask yourself the following questions:


• Did you always know what was happening behind before changing direction or speed?
• Did you always have the right position, speed and gear for the hazard?
• Were you able to negotiate all hazards smoothly without any snatched last minute adjustments?
• Did you always give yourself time to react?

How good are you at identifying situations that are potentially dangerous? Next time you ride along a route you use regularly – say your normal route to work – examine the route carefully for situations that are potentially dangerous and where in the past you have not used sufficient caution. Plan how you could negotiate each of these situations in the future.

The System of Motorcycle Control

The system promotes careful observation, early anticipation and planning, and a systematic use of the controls to achieve maximised machine stability. It is a systematic way of dealing with an unpredictable environment. It is central to Motorcycle Roadcraft, drawing together all other riding skills in a co-ordinated response to road traffic conditions. It gives you the time to select the best position, speed and gear to negotiate the hazards safely and efficiently.

Hazards come singularly or in clusters; they overlap and change all the time. The system accommodates this continual fluctuation by means of a centrally flexible element – you, the rider. As with the other sills in Motorcycle Roadcraft, you have responsibility for using the system actively and intelligently. When you use the system to approach and negotiate a hazard, you consider and use a logical sequence of actions to take you past it safely and efficiently. If new hazards arise, you adapt by reassessing the situation and reapplying the system at an appropriate phase.

The Five Phases of the System

Information – (Position) (Speed) (Gear) (Acceleration)

Each phase is dependant on the one before, you should consider the phases in sequence. Normally you would start by considering your information needs, and then work through each phase in turn. But if road conditions change, you need to consider new information and re-enter the system at an appropriate phase, continuing through the sequence. The system must be used flexibly in response to actual road conditions; do not follow the sequence rigidly if it is inappropriate to the circumstances.

The phases of the system cover all points you need to consider on the approach to a hazard. At each phase there are a number of points to consider, but you should only apply those points that are relevant to the situation.

The importance of the Information Phase

Taking, using and giving information introduces the system, and continues throughout it. You always need to be seeking information to plan your riding and you should provide information whenever other road users could benefit from it. Because of your increased vulnerability as a motorcyclist, your safety and at times your survival depend on your ability to take, use and give information. Information allows you to adapt systems to changes in road circumstances, and so continuous assessment of information overlaps with and runs through all the other phases of the system. It is the framework on which the other phases; position, speed, gear, acceleration – depend

Information: (T.U.G) = Take – Use – Give

Next section

Rear Observation and Signals

[rustic101]

Rear Observation and Signals

Constantly access the situation ahead and to the side for changes in the circumstances. Use rear observation (mirror and/ or looking behind) as often as necessary to be fully aware of what is happening behind you. Give a signal whenever it could benefit another road user.

At certain points in the system specific checks for information are important. Before you change position or speed you need to know what is happening to the front, to the sides and behind you; mirror checks/ looking behind you at these points are essential. Remember the standard advice for manoeuvring: rear observation – signal – manoeuvre, even though you may at times decide a signal is not necessary.


See chapter three Observation, page 44 improving your observation skills

Use of the Horn

Sound your horn at anytime you think another road user could benefit from it. The purpose of the horn is to inform others you are there. It gives you no right to proceed, and should never be used as a rebuke. It can be used at any stage of the system. Always be ready to react to another road users horn warning.


See chapter six signalling

The life saver check

The lifesaver is the last check over the shoulder into the blind spot to make sure nothing unexpected is happening before committing yourself to a manoeuvre. If you turning, use it to check the blind spot on the side to which you intend to turn. The place for the lifesaver is just before the acceleration phase. Use you judgement about when to use it: in congested urban situations a lifesaver check is always essential, especially when turning right into a minor road, but during high speed overtaking, when you are sure what is happening behind, it is often safer to keep your eyes on what’s happening ahead.


When you use the lifesaver, do it early enough to allow you to adopt an alternative plan. There is no use in looking over your shoulder as you start to turn the machine.

Next section

The system of motorcycle control (chart and fine detail)

[rustic101]

The next few sections may take a bit of planning and thought as there are a lot of detailed charts

[Tricia1000]

Thanks for this book recommendation; I have ordered from Amazon - it is on back order. A zillion years ago I did the Institute of Advanced Motorists driving program, got the cert but more importantly developed skills which have helped to keep me alive and enjoy driving. If only the equivalent motorcycle riding program was available in NZ?

It is all available in New Zealand. IAM have benn here for a million years, and I for one, amongst a few others up and down the country do the training. If your instructor doesn't use Roadcraft as their basis for advanced riding, then, maybe advanced training isn't for them.
I endorse this book 1000% percent.,

[Skinon]

Awesome invaluable information for someone like me! thanks! definately gotta work on my attitude...

[sinned]

The book I ordered from Amazon arrived today. I have skimmed through the book and am impressed by the layout, presentation and use of diagrams to illustrate points made. Nice - now time to start reading.
Reminder to self and others: reading the book alone will not make one a better rider. This is a textbook for those taking a course.

[phill-k]

Since a few seem to be ordering the book it would be great if we could start some sensible dialog around the information and techniques in the book, without the thread falling into a slanging match or a battle of the heroic keyboarders.
On KB I constantly see reference to cornering skills or the lack there of, one of the points highlighted in yellow throughout the book is the following - pretty fundamental really but here goes:

Never ride so fast that you cannot stop comfortably on your own side of the road within the distance you can see is clear.

I commented about this in another thread and basically got told that racing up to a corner or crest in a hill and slowing to 30km's will piss people off, I don't read it as that but I do see it as perhaps not going over the crest at 130km rather 90 or whatever, likewise entering a corner such that you can stop or at least slow to a speed that serious injury or death is not the likely outcome if theres a cow or some gravel on the road.
The book is an interesting read, the practicing of techniques mentioned won't have you riding better overnight, but will certainly give you food for thought as you do ride. I would like to follow this up with some advanced training by someone who uses the book as the basis for same.

[Bald Eagle]

Since a few seem to be ordering the book it would be great if we could start some sensible dialog around the information and techniques in the book, without the thread falling into a slanging match or a battle of the heroic keyboarders.
On KB I constantly see reference to cornering skills or the lack there of, one of the points highlighted in yellow throughout the book is the following - pretty fundamental really but here goes:

Never ride so fast that you cannot stop comfortably on your own side of the road within the distance you can see is clear.

I commented about this in another thread and basically got told that racing up to a corner or crest in a hill and slowing to 30km's will piss people off, I don't read it as that but I do see it as perhaps not going over the crest at 130km rather 90 or whatever, likewise entering a corner such that you can stop or at least slow to a speed that serious injury or death is not the likely outcome if theres a cow or some gravel on the road.
The book is an interesting read, the practicing of techniques mentioned won't have you riding better overnight, but will certainly give you food for thought as you do ride. I would like to follow this up with some advanced training by someone who uses the book as the basis for same.

A lot of the above is not limited to motorbike riding and could be considered good defensive driving practice whatever conveyance is involved. The most important part is the bit between the ears, or to paraphrase the old adage Attitude,Attitude,Attitude.

[Riderskills]

Thanks for this book recommendation; I have ordered from Amazon - it is on back order. A zillion years ago I did the Institute of Advanced Motorists driving program, got the cert but more importantly developed skills which have helped to keep me alive and enjoy driving. If only the equivalent motorcycle riding program was available in NZ?

It is....http://www.nz-iam.org.nz

[Doughnut]

A+ Thanks for spending your time to help ... wish i'd read sooner

[bikemike]

Refreshing to see this thread. Makes a change from advocating Keith Code's bibles. Read those too, but Roadcraft has affected my riding way more than those.

Interested to see some debate about the System, positioning, observational skills and so on....

[wysper]

ordered this from amazon a couple of days ago, my wife had a book order coming over - she does that LOL.

[schrodingers cat]

Just read it. ChCh library has a (at least) copy
629.2847

No OMG stuff here. Just lots of common sense. Head should control throttle not groin

[wysper]

funny how rare common sense actually is.

[NordieBoy]

No OMG stuff here. Just lots of common sense. Head should control throttle not groin

Head should not control groin?

[Blinkwing]

funny how rare common sense actually is.

My friends & I have just started calling it 'rare sense' now ... bit of an inside joke.

[Blinkwing]

funny how rare common sense actually is.

My friends & I have just started calling it 'rare sense' now ... bit of an inside joke.

[DMNTD]

But wait....is there more?

[pritch]

I endorse this book 1000% percent.,


I can't.

I had the book, but it's one of the many books I thought I'd loaned only later to find I had actually given it away.

Some Brit bike mags feel that the Police's slavish adherence to the late entry cornering line is killing people.
It's very nice in theory, but if on a left hand bend you meet a 4wd cutting the corner it's likely to be fatal.
And that's by no means an uncommon scenario. The Police though are reluctant to change such a basic tenet of their "bible".

There is a lot of good stuff in the book but I won't be replacing it.

[NordieBoy]

Some Brit bike mags feel that the Police's slavish adherence to the late entry cornering line is killing people.
It's very nice in theory, but if on a left hand bend you meet a 4wd cutting the corner it's likely to be fatal.
And that's by no means an uncommon scenario. The Police though are reluctant to change such a basic tenet of their "bible".

What's better than late apexing?

[Spearfish]

I have just ordered my copy from :
http://www.fishpond.co.nz/Books/Nonfiction/Technology/Engineering/Automotive/9780113411436
I don't know how they compare to Amazon, but still morally better than not returning it to the library LoL.
Let the edge-a-ma-kaytin begin! (sure as hell need it)

[pritch]

What's better than late apexing?

Late entry/apexing is fine, except on blind left hand bends when that will place you smack between the headlights of the 4WD that's cutting the corner from the opposite direction.

BIKE set up a camera on such a bend and got a whole succession of shots of vehicles, including a caravan, encroaching on the wrong side of the road. Exactly where the Police manual says you should be.

BIKE suggest that riders modify their line on such corners but the Brit Police remain intransigent.

[bikemike]

Pritch, in all seriousness, what did you make of my reply to this argument way back?

http://www.kiwibiker.co.nz/forums/showthread.php/89804-What-do-you-make-of-this-cornering-advice?p=1885193#post1885193

If the Police are saying their manual is sound, I'd agree. If they say always use this line I'd be well surprised.

[rustic101]

Hi all,

I had to stop after being informed (not going to name names) that what I was doing was in breach of Copy Right Laws. Unfortunately, to continue would not have been a good look professionally for me :shit:

What I am pleased with is that what I started was not just about 'keyboard heroics', or ...this one time at Band Camp... but rather some positive posts which have encouraged individuals who actually want to learn or more importantly apply what they already have in a practical way. Call it unused common sense, or as some say 'rare sense' etc ;)

I figure if the little that I typed saves one life or prevents one accident, then I have achieved something, albeit possible illegal lol:innocent:

[Spearfish]

I was wondering about that side of things if you put a reference to the source material then you should be sweet. Eunuch-versity studends copy out of published material all the time.

Twist of the wrist was a good read/watch as well, so it should be interesting putting some different pieces together.




(http://en.wikipedia.org/wiki/Eunuch)

[wysper]

I bought this book recently because of this thread. So the breach of copyright got them a sale LOL

However I wouldn't so much recommend it as a book for techniques. But definately a book for mindset. Riding with a safe attitude. Assessing how you ride, and making changes for safer riding. Especially if you are honest.

The bits about people not learning from their mistakes, always blaming something or someone else was good. It was alot about taking responsibility, rider awareness and risk assesment.

So rather that a handbook on how to ride your bike ie counter steering etc, it was a handbook on where to be mentally when riding your bike. At least that was what I got out of it. I imagine most riders would read it and bin it as being useless. That they didn't need to know that, or they already knew that. But for me, even after more than 20 years on the bike it was a good read.

[madbikeboy]

Late entry/apexing is fine, except on blind left hand bends when that will place you smack between the headlights of the 4WD that's cutting the corner from the opposite direction.

BIKE set up a camera on such a bend and got a whole succession of shots of vehicles, including a caravan, encroaching on the wrong side of the road. Exactly where the Police manual says you should be.

BIKE suggest that riders modify their line on such corners but the Brit Police remain intransigent.

There is some very good information coming out of the responsible mc press in the UK. Okay, here's my view. I'm not an advanced instructor, so take this with a grain of the proverbial - I read as much information as I can, I try an apply it and decide what use the information is, and in which context the new information applies. For example, the late apexing. I've found this to be useful depending on the type of corner, how much visibility through the corner etc. As a hard and fast rule, I tend to apex a little earlier on left handers due to the oncoming traffic problem, and I tend to choose an entry speed commensurate with the possible dangers oncoming.

Common sense + humility + correct speed and position seems to be an ideal combination thus far.

[stormerUK]

Motorcycle Roadcraft....the police riders handbook to better motorcycliing is 'the Bible' to advanced motorcycling in the UK. available www.thestationaryoffice.com £11.99.
In advanced training UK the IAM (Institute of Advanced Motorcycling) and all other organisations teach the techniques to enable riders to attain advanced level. I am not too sure as to how it adapts to NZ road conditions or traffic volumes for that matter. The motorcycle has the big advantage of small size and immense acceleration and yes we do use these attributes to help....'make good progress'.

[Spearfish]

I'm half way through it and think it fits NZ very very well simply because its about adaptability.

[XP@]

+1 sale of book due to your breach of copyrite!

I have read the first chapter and decided I should really pull my head in or I will be dead soon. I am so far in to the "rides more than average" category that I ride more than average for about 3 riders.
I then went on to read chapter 2 - about 3 times so far and I am slowly getting it. I was amazed this morning at how many hazards I have been riding past without thought.

Bonus: It seems my Mum got a bit carried away with the Amazon marketing machine and added the video to go with it... well Mike Waites video of nearly the same name. Bless her cotton socks she thought it would go well with the book :yes:
http://www.mikewaite.co.uk/video/
I like his style - police skills mixed without the draconian attiude to speed.

So now i am riding on a bit of an overload of information and need to concentrate hard on leaning for the next couple of weeks at least :scooter:

[Spearfish]

This guy on youtube is an interesting watch, he is x English MOT? police training officer who runs his own bike training co. He uploads training runs with commentary etc.
I think the vids compliment the book, there are over 250 vids to it takes a bit of time to wade through.

http://www.youtube.com/user/advancedbiker