On October 5, 2009 the FHWA announced they will conduct a new study to better understand and prevent motorcycle crashes. It is the first major study in nearly 30 years and was made possible by SAFETEA-LU (Safe, Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users) mandates.
Researchers will evaluate hundreds of motorcycle accidents to to identify common factors. The purpose, similar to the 1981 Hurt Study, will be to look for countermeasures that will prevent accidents and reduce injuries. (click here for summary of Hurt Study)
Under a federal grant, the Oklahoma State University (OSU), one of the ten National University Transportation Centers, will be leading the study.
Between 1997 and 2008, annual fatalities increased a 150 percent. In 2008 alone, deaths due to motorcycle crashes rose by an estimated 2.2 percent while all other vehicle classes saw reductions in fatalities.
The new study will use that same methodology, now known as “OECD.” Independent investigators are dispatched to motorcycle accidents in real time, so they can collect on-scene, in-depth data. About 2,000 variables are coded for each crash, including a full reconstruction of the accident, plus vehicle inspections, witness interviews and medical records for the injured riders and passengers. That information is then analyzed — to identify what human, environmental and vehicle factors contributed to the accident — and compared with two riders of similar age, experience and motorcycle type who were not involved in an accident but who traveled the same stretch of road at the same time of day.
The estimated time to complete the study is fall of 2013.
Based on my experience and training as a crash specialist, we are not expecting huge changes in the core countermeasures already identified in the Hurt Report. It will be interesting to note the differences that 30 years make.
Similar to any other specializations, do your homework and be knowledgable about trailers and how they effect your motorcycle. Adjust your riding to compensate for differences.
Prior to an actual trip, practice with an empty trailer to get the hang of it.
Some things to consider:
Only use trailers specifically designed for motorcycles. The aerodynamic design and low center of gravity is important for handling and stability.
Rule of thumb: The trailer-to-bike weight ratio should be about 60% (50% if you are more conservative). That means if your bike weighs 800 lbs. you can tow a loaded trailer weighing up to 480 lbs.
Proper installation of the hitch is important. The hitch on the motorcycle trailer should be on the same plane as the rear axle on the motorcycle or slightly below. This will help prevent the trailer from pushing up on the rear end when braking. Also, the hitch should be as close to the rear tire as possible to provide a more solid support without interfering with the tire.
Remember to ride closer to the center of the road because of the width of your trailer. Be careful of the “oil strip” in the center of the road at intersections. Watch for uneven road surfaces and road edges which can unbalance the trailer.
We began the Better Motorcycling (BM) blog in October 2008. Since then we have written over 120 articles related to safety and the system of motorcycle control (Roadcraft).
The feedback has been very positive and our views are averaging 2,780 per month, so we want to continue our efforts for 2010 but we need your help to better tailor articles to meet your needs.
So please comment and let us know what you would be interested in reading about and I promise we will fit it in.
Periodically, especially if you have a bagger, it is a good idea to physically check your tires. You may, like I did, run tires with a puncture.
For whatever reason, I did not loose tire pressure but came very close to the belt drive. I know it is a pain, but rolling the bike and doing a quick visual can save much grief in the above situation. I was very lucky!
Take a look at this video. Besides the obvious, can you identify a major contributing factor?
I’ll give you a hint, it won’t be there when the police arrive to investigate and it is one every motorcyclist must learn to identify as a hazard!
I’ll let this go for a couple of days and share my comment on it.
Update 9/22/09
There are two distinct hazards the motorcyclist must learn to identify in this scenario.
Car stopped along the roadway
Car angled to enter into traffic
A car stopped along the road creates a hazard in several ways:
View obstruction for the motorcyclist
View obstruction for traffic on the opposite side
Vehicles approaching leaving their lane to overatake (often over compensating, swinging wide into the opposing lane)
Cars that are in a position to enter a roadway with their front not perpendicular with the road edge, in other words angled in favor of the direction they wish to turn, create an ‘A’ pillar and sometimes a ‘B’ pillar blindspot.
This usually means within a split second of obscurement, the driver will decide to pull out; creating an unanticipated event, which we have discussed in previous posts can mean up to 1.6 seconds of reaction time.
In the video, notice the driver entering traffic saw the bicyclist approaching from the left and noticed the two vehicles approaching from the right but completely lost the motorcycle.
You can also see vehicles approaching the stopped vehicle on the road were swinging around the vehicle.
When you see this situation unfolding in your riding, you must make adjustments. The car will be at fault for failure to yield but what comfort does that offer you while you are laid up in the hospital.
What are some actions the cyclist could have taken:
Decrease speed
Downshift to an appropriate responsive gear
Long horn blast
Avoid selecting a path directly inline from a vehicles ‘A’ pillar blindspot
We have mentioned before that utility poles (trees, mailboxes, light poles, etc.) along with vehicle “A” pillars present a serious hazard to motorcyclists because they present blind spots not readily recognized by most drivers.
In the following video, notice how the approaching motorcycle is obscured by a utility pole at the moment the driver looks and decides to pull out. The vehicle “A” pillar may further enhance this view obstruction.
While the video is aimed at drivers in a “Think Bike” advertisement, we train riders to become aware and develop skill in identifying this scenario appropriately as a hazard and make the adjustments necessary to avoid the collision. In most instances this will mean a reduction in speed to give yourself time to react and be able to stop within the clear distance ahead.
While I understand this video was orchestrated for demonstration purposes, what we did not see from the motorcyclist is:
Any indication that he saw the emerging car, either
No braking
No change in velocity
No change in lane position
No headlight (I know its an older video, just making you think)
What else could the motorcyclist have done under these same circumstances?
In other words, don’t wait for the driver to “think bike” take matters into your own hands.
I have experienced ABS activation (more like a release) while braking over bumps while applying normal brake pressure, however, the ABS caused a release of hydraulic brake pressure for several bike lengths in distance without the usual pulsating you feel when you brake hard.
This has occurred frequently while riding over bumps, which in my neck of the woods are plentiful, despite normal hand pressure being applied. I have adjusted my riding for the bumps by not applying any brake pressure while actually traversing bumps.
On one particular incident, the above occurred while attempting to slow down behind a car that stopped in front, without bumps, it released and scared the petunias out of me. I had to steer left, evasively, to avoid rear-ending the car. By the time the brakes caught (I was applying pressure all along and no the lever did not go down all the way to the grip) I was several bike lengths in front of the car I just steered around.
I have not been able to duplicate that incident but continually experience the ABS release on bumps. When I brake hard the ABS functions normally.
My ABS light does not indicate a problem and there are no error codes noted. However, when the dealer tried to bleed the brakes electronically, they were not able to. This prompted a call to the big boys.
Harley Davidson is sending a new ABS controller without getting into much detail. Still waiting for the part… but they advised it was safe to ride???
We have embarked on a mission to adopt three children with Down syndrome from Vorzel, Ukraine.
On our way to the orphanage, our driver, not knowing what I did for a living, pointed to a speeding motorcyclist and said…”kamikaze”. In the best English he could muster, he explained many riders start their journey but never can be sure they will reach their destination.
After only a few days of observing traffic conditions here in Kiev, I can understand why. It seems anything goes. If you are stuck in bumper to bumper you can make your own lane, literally. Drivers here give filtering a new definition. I have seen cars drive the wrong way on the opposing lanes shoulder, right down the middle of the road, and run their lanes shoulder.
Our driver, attempting to overtake a long line of stopped traffic, turned into the opposing lane and rode that for a while right into a right-hand bend where there was a scooter approaching. The rider was surprised but adjusted. Good thing he was on the nearside (road edge) which gave him a little time to react.
I am not feeling that Highway Safety is top on the priority list here in the Ukraine.
I have seen of few big bikes but most are smaller, the majority are scooters. Most riders seem to favor the nearside position.
On my next post I’ll try to get some pics. I haven’t gotten fast enough with my pocket camera yet.
Formal motorcycle police training was excellent but consisted mostly of cone courses that were designed to ensure mastery of slow speed maneuvers, executed at near flawless levels.
For me, the most valuable parts of the training were the high speed cone weave (counter-steering drills) and the braking evading drills because I could apply those techniques to my street riding to help me avoid collisions. There is no question these are valuable life saving skills.
The downside, it was all parking lot. I noticed a false sense of security about my riding. I can turn a police HD Road King around between 16 and 18 feet circle, but that did not help me deal with circumstances which would challenge my survivability on the streets with people who are going to violate my right-of-way or otherwise compromise my safety.
Police motorcycle training provided rudimentary handling skills, but it did not teach how to adopt to constantly changing road and traffic conditions.
There is a gap between execution of the physical skills to riding (steering, banking and braking) and strategy to make the best use of position and speed.
My Proposition
Crashes can be reduced in both frequency and severity by equipping riders with a strategy to identify and negotiate potential hazards, with techniques that leave nothing to chance and ensures an essential aspect of safe riding – time to react.
While we do not intend to minimize or discount parking lot training, which is valuable in honing necessary skills, we fear there is quite a difference between cone drills and surviving the ‘mean streets’.
A feature of almost all crashes is human error. While it is necessary to learn how to steer, brake and control the motorcycle, it is even more important to learn how to approach and negotiate hazards.
Roadcraft System of Motorcycle Control
Roadcraft helps fill the gap between the parking lot and the streets. While the best training would be individualized instruction under a riding instructor, this type of training is not readily available. This should not hinder us from learning the system and applying it every time we ride.
Recognizing relevant hazards and prioritizing them will keep you from becoming another statistic.
It is important to note this is not just for newbie riders. Folks who have been riding for years are probably more at risk because of complacency. The longer you ride without incident the more you lull yourself into thinking it won’t happen to you.
The Roadcrafter
What is a roadcrafter?
Specifically, a rider that employs the IPSGA (Information, position, speed, gear, acceleration) system of motorcycle control every ride.
The roadcrafter has several qualities:
they account for real ability as opposed to perceived ability
they understand the capabilities of their machines
they compensate for weather and road conditions
they are skilled in detecting hazards and makes the necessary adjustments
The weave is a wander which occurs at high speed and starts with a rear-end oscillation. The wander is severe and eventually the whole machine “weaves” in a snake-like and alarming manner.
When does the weave usually occur?
The weave usually occurs at speeds in excess of 60 mph and is particularly likely to occur on curves when the bike is leaning and under stress.
How can you correct this problem?
Instinctively, everyone wants to “dump” speed quickly. Do not change speed by acceleration or braking while the weave is occurring, just lay your head and upper torso down on top of the gas tank and it will disappear – then slow down gradually and locate the problem.
What are some things that may cause a weave?
The problem could be a number of things:
improper loading
tire wear
tire inflation
mismatched tires
rider weight and distribution (light riders are more prone to this stability problem)
pavement seams or surface conditions
worn or loose parts and bike design
What is a high speed wobble?
A wobble is the result of an uncorrected weave, whereby the rear-end oscillation has passed through the frame and is transmitted to the front forks.
It is very frightening and can become a “tank slapper” within a few seconds ending in a crash. It need not!
The wobble is extremely violent and occurs rapidly. It is very “weight-related.” Light riders seem to be more prone, whereas heavy riders or riders with passengers seldom experience high speed wobble.
Some of the same reasons for “weave” also contribute to “wobble” but added to that list is a handle bar mounted faring or windshield and a travel trunk mounted high and mostly to the rear of the rear tire.
Once in a “wobble” speed of action is essential. You have 2 – 3 seconds to do something. Don’t change speed.
Lift your butt just off the seat, transferring the majority of your weight to the pegs, lie down on the gas tank getting your head as far forward as possible. This has the overall effect of shifting the center of gravity forward and downward which is what we’re looking for.
After this, the wobble will stop, but not immediately. Be a little patient and hold your nerve. Once the wobble subsides, slow down gently.
If you don’t slow down and sit back up, the wobble will re-appear quickly and usually more violently.
We talked about Inattentional Blindness (sensory overload) as one factor. The other possible visual factor is perspective illusion. Realizing this phenomena occurs should make us take the extra step to be careful.
Observing motorcycles by other road users is a continuing problem. Even when bikes are seen by the other driver, often approach speeds are misjudged due to the motorcycles size.
This is not unique to small objects. In railroad crossing crashes, the car driver does the same thing with respect to the train. In these situations, the driver may have perceived the train but because of a condition known as perspective illusion, misjudged the speed.
A misconception of size, velocity and time makes the driver think he/she has more time than is actually available.
Consider a large airplane approaching a runway. Although the plane is traveling over a hundred miles per hour, it appear to be barely moving at all.
The motorcycle, having better acceleration performance than most vehicles, is subject to this perspective illusion.
The small profile of the motorcycle, lack of highway reference points by which to judge approach speed, may give the illusion of being able to execute turns safely before the motorcycle becomes a hazard.
(a) A person operating a motorcycle shall ride only upon the permanent and regular seat attached thereto, and such operator shall not carry any other person nor shall any other person ride on a motorcycle unless such motorcycle is designed to carry more than 1 person in which event a passenger may ride upon the permanent and regular seat if designed for 2 persons or upon another seat firmly attached to the rear or side of the operator and said motorcycle shall be equipped with passenger footrests.
(b) Every person operating or riding on a motorcycle shall have in that person’s possession a safety helmet approved by the Secretary of Safety and Homeland Security (hereinafter “Secretary”) through the Office of Highway Safety and shall wear eye protection approved by the Secretary; provided, however, that every person up to 19 years of age operating or riding on a motorcycle shall wear a safety helmet and eye protection approved by the Secretary.
(c) The operator of a motorcycle shall keep at least 1 hand on a handgrip of the handlebars at all times when moving.
(d) A person shall ride upon a motorcycle only while sitting astride the seat, facing forward, with 1 leg on each side of the motorcycle.
(e) No person shall operate a motorcycle while carrying any package, bundle or other article which prevents the person from keeping both hands on the handlebars.
(f) No operator shall carry any person, nor shall any person ride, in a position that will interfere with the operation or control of the motorcycle or the view of the operator.
Why are riders more vulnerable than other motortists?
For one thing, you have no protective shell. Getting hit in the face with a june bug at speed can hurt for crying out loud, imagine a collision.
The stability of motorcycles is affected by the quality of the road surface.
The frontal view of a typical motorcycle with no fairing is not very conspicuous.The Hurt report says, “…conspicuity of the motorycycle is most critical for the frontal surfaces of the motorcycle and rider.” The head on view is relatively small, presenting difficulties in assessing speed.
In traffic, it can be difficult to distinguish a motorcycle and rider against the background.
Intersections are the most likely place for the motorcycle crash, with the other vehicle violating your right-of-way and often violating traffic controls.
You should always approach intersections at which there is a waiting vehicle or approaching vehicle with caution. Especially those dart outs, you know what I’m talking about, the cars that accelerate rapidly then brake hard at the last second, rolling through stop signs. You know the kind, you give ‘em a couple of car lengths and they will try to get in front of you no matter what. If you see this kind of driving, lay on the horn heavy because that driver is going to cut you off most of the time.
Reduce your speed until you are sure the other driver is aware of your presence.
Remember, your safety depends on your actions and ability to anticipate and avoid actions of others. Make the most of your advantages of observation height, positioning and acceleration.
We are including a QNA page in an effort to be more interactive and meet direct needs.
If you have a question about anything related to riding, safety or crashes, email us at: stroudmotor1@gmail.com or ask the questions in the comments section.
We will post questions and answer links on the QNA page.
New questions will be posted on the twitter widget located on the sidebar (heck, I have been looking for something to do with that thing anyway) to keep you updated on recent questions.
Coming Soon:
We are going to shoot a video on hard straight-line braking.
We will show you how to ride out a rear wheel lock up. We are not just going to talk about, we are going to demonstrate it at up to 40 mph.
We are going to look at the stopping distances with:
In the accident reconstruction field, 1.6 seconds is the standard reaction time most often used for daylight conditions with an unimpaired driver/rider during an unanticipated event.
During this perception reaction time, you are continuing to travel at your current speed and the distance traveled is calculated by multiplying fps (feet per second) X 1.6 seconds.
In a speed estimate the investigator must consider:
the length (distance) of skid marks for the braking event
the coefficient of friction (also called drag factor) for the roadway in the immediate vicinity of the accident
the percentage of braking applied
Since the investigator must also account for perception reaction, 1.6 seconds is multiplied to the speed estimate, which is the speed calculated at the beginning of the skid marks.
Investigators work back from the point of impact and identify the point of perception in the collision sequence.
Distance is key
Most people are surprised about how much distance is necessary to bring a vehicle to a stop.
Most riders do not consciously account for the distances needed to stop and just rely on visual estimates, if at all.
The table below shows the distance traveled at speeds of 30, 40, 50 and 60 miles per hour during the 1.6 of perception reaction time. This can be calculated my converting mph (miles per hour) to (feet per second). The conversion is 1.466. Then multiply the result by 1.6 seconds.
For example: To convert 30 mph, multiply 30 x 1.466 = 43.98 fps. 43.98 * 1.6 = 70.36 feet
Reaction Distance at 1.6 seconds
This is the distance you travel before you even hit the brakes!
How to Estimate FPS (Mental Math)
Whatever speed your traveling at, say 30 mph, divide it in half (15) and then add the result to your speed 30 + 15 = 45 fps
It is helpful for some to relate distance in car lengths. The average car length is about 15 feet. So 45 feet is about 3 car lengths.
You need to factor this reaction perception time in your choice of speeds. Always select a speed appropriate for the conditions. Remember, you need to be able to stop in the distance you can see to be clear on your side of the road.
You should also be aware of view obstructions that impede your reaction distance.
Remember, we are only talking about reaction and have not factored braking distance. See our post Total Stopping Distance for more on braking and reaction distances.
Distance, velocity and time are all related. Understand how they correlate and your well on your way to better choices.
A common hazard when approaching an intersection, especially when you have a limited sight distance to your right is the approaching vehicle from the right cutting the corner to beat opposing traffic in order to make the turn at your expense.
Whenever you approach this type of scenario, be cautious. Favor the center lane or nearside position to avoid getting clipped. You should be approaching slowly anticipating this type of hazard.
If you are approaching the intersection and intend to turn right, position to the nearside (road edge) as close as practical. Stop before entering the intersection, if your view is still obstructed, continue forward slowly until you can see approaching traffic.
If you are approaching and intend to turn left, your position would probably be near the center-line (far-side from your lanes road edge). This is where you need to make the adjustment to avoid this scenario.
Your approach position should be toward the center of your lane (not the center-line of the roadway) favoring the nearside (your lanes road edge) until you can slowly position yourself before entering the intersection for a better view.
Be sure to look behind you (rear observation) before making a left turn. An approaching vehicle from your rear may misconstrue your position for a right turn and might come up on your left. This may be a good time to use an arm signal and a turn signal. The arm signal will be much more noticeable to traffic behind you.
Identifying Hazards with limited sight distance on your right
Brand-spanking NEW….just picked it up yesterday. 2009 Electra-glide. Boy does the 103 make a difference…wow. Thanks Schoch Harley-Davidson, Stroudsburg PA.
New 2009 Police Electra Glide (Hudson black/white)
A man riding his Harley was riding along a California beach when
suddenly the sky clouded above his head and, in a booming voice, the
Lord said, ‘Because you have tried to be faithful to me in all ways, I
will grant you one wish.’
The biker pulled over and said, ‘Build a bridge to Hawaii so I can ride
over anytime I want.’
The Lord said, ‘Your request is materialistic, think of the enormous
challenges for that kind of undertaking; the supports required reaching
the bottom of the Pacific and the concrete and steel it would take! It
will nearly exhaust several natural resources. I can do it, but it is
hard for me to justify your desire for worldly things. Take a little
more time and think of something that could possibly help mankind.’
The biker thought about it for a long time.
Finally, he said, ‘Lord, I wish that I and all men could understand
women; I want to know how she feels inside, what she’s thinking when she
gives me the silent treatment, why she cries, what she means when she
says nothing’s wrong, why she snaps and complains when I try to help,
and how I can make a woman truly happy.’
The Lord replied, ‘You want two lanes or four on that bridge?
Myth Exposed: “Avoid Using the Front Brakes Because it Will Throw You Over the Handlebars”
Myth: Avoid using the front brakes because it will throw the rider over the handlebars. ***** Comment: In reality, the front brake is responsible for 60 to 70 percent of the bike's stopping power and should be used. In emergency braking situations, the effective center of mass of the bike shifts forward toward the front wheel and tire, which creates a higher adhesion value to the front tire that tends to prevent the front wheel from locking unless the brake torque is extremely high. Another consequence is that the traction force in the rear wheel and tire is reduced, allowing the rear wheel to lock up and slide. With braking action on the front wheel, the rear wheel, even if locked, will not move from side to side and the bike will continue straight. *****
Myths Exposed: “Accelerate Around a Turn to Regain Control”
Myths: Accelerate around a turn to regain control. ***** Comment: The safest way to approach a turn on a curve is to slow down before entering it. Acceleration should be undertaken only near the end of the curve. Rapidly applying the throttle in the turn, when the bike is in a lean could result in the rear tire breaking traction and the bike going into a slide. The same effect may occur with substantial rear-brake application. *****
Myths Exposed: “Lay it Down”
Myth: Intentionally ground the motorcycle when a crash is imminent ("laying it down"). *****
Comment: Instead of performing an evasive maneuver, the inexperienced rider will often lay the bike over onto its side as a last ditch effort. A sliding motorcycle has less stopping ability than properly braked tires. *****
Myths Exposed: “Speed up when bike Weaves or Wobbles”
Myth: Accelerate to recover from high speed instability (wobble or weave). *****
Comment: In actuality the rider should gently ease off the throttle, place his upper body on the gas tank to effectively change the center of gravity and graduall slow down. Initially accelerating may slow the wobble or weave until the next oscillation occurs, but then the result will be a much more pronounced instability. Hard braking will alter the suspension characteristics and may likewise cause a crash. *****
Attitude
"The mindset you develop will shape your thoughts and guide your opinions. Developing the right attitude is both fundamental and crucial for safe riding."
Stopping Distance Rule
Never ride so fast that you cannot stop comfortably on your own side of the road within the distance you can see to be clear.
