en-us Fri, 20 Nov 2009 17:38:40 -0500 ATM@msgroup.org 60 All Things Motorcycle - Roadcraft http://www.msgroup.org/forums/mtt/ All Things Motorcycle for Guest http://www.msgroup.org/forums/mtt/ http://www.msgroup.org/forums/mtt/rss_32.png All Things Motorcycle RSS Feed 144 47 Roadcraft - Differences Motorcycle vs. TrikeThe Meromorphhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11074&REPLY_ID=107776Roadcraft Sun, 15 Nov 2009 22:06:43 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11074 There are also some add-on kits that deploy outrigger wheels only at slow speeds (say under 15-20 mph) They are, I think only available on relatively few bikes, Gold Wings, some of the large Harleys that I know of for sure. They essentailly retain all the characteristics of the motorcycle, but allow people who cannot hold up the bike at slow speed or a standstill to continue to ride safely.
When that time comes for me, that's what I'll get... [:)]

Edited to add reference...

http://msgroup.org/forums/mtt/topic...rms=disabled]]>Roadcraft - Great Advicegymnasthttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11076&REPLY_ID=107759Roadcraft Sun, 15 Nov 2009 12:41:45 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11076 Riding a motorcycle or operating any other type of vehicle which requires guidance and tracking inputs for control requires optimum physical conditioning and performance. By "optimum" I mean performance that is adequate to perform the task without without overloading a persons capacity or capability to perform and respond to contingencies which can be foreseen as a normal or expected.

Most people never reach their maximum physiological capacity and our normal lifestyles in modern society do not require us to reach and then maintain our maximum physiological capabilities throughout our lifetimes. As we grow older and more sedentary our strength and eventually our sense of balance wanes. By the time the average person reaches their 60s they not only are far heavier than they were than when in their twenties, they are weaker, slower to react, and their sense of balance and spatial orientation are significantly diminished. A persons ability to withstand the effects of given G loading and peak impact loadings without injury are greatly reduced and the probability of significant or disabling injury increases.

Fortunately there is a way to overcome the inevitable negative effects of aging and it's effects on our physiological status and ability to participate in the activities that give our lives adventure and meaning. The most important single element of overcoming the ravages of the ailing process is a structured program of regular physical exercise designed to rehabilitate weakness and optimize the physiological capability that an individual possesses regardless of their age. The program is ideally structured for the maximum stresses on is subjected to.

If one is going to be a rider one should develop a routine of training activities that that develops optimum balance, upper body, core and leg strength. Three one hour sessions a week in the gym should be sufficient to improve and maintain ones level of fitness to ride a motorcycle.

If a persons feel that the demands of a regular exercise program are beyond their capacity, they should not consider riding a motorcycle in my opinion. My friend George Hery (Google "George Hery Performs")is 75 years old and regularly exercises on the Trampoline and can still perform triple twisting somersaults however he is not nearly as resistant to injury as when he was younger and stronger. He cannot walk comfortably for long distances as a result of injuries to his feet from tumbling on concrete. He compensates for his previous injuries and "disabilities" by controlling his exposure to the level of activity and physiological stress that he once took in stride and by exercising intelligently and often.

Motorcycles are extremely deceptive in that virtually everyone that can get one in motion finds it extremely easy to twist the throttle with minimal physical effort. All to often that twisting of the throttle results in a situation where the right hand has written a check that our body has insufficient reserves to cash.

]]>Roadcraft - Mindset - The Left Turnergalileohttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10463&REPLY_ID=106290Roadcraft Fri, 02 Oct 2009 07:37:43 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10463
quote:
ANTICIPATE/DECIDE. What dangerous situation is most likely to happen? It's that car ahead turning left in front of me, or a car from that I didn't see entering the road. So what am I going to do if that happens? I'm going to swerve right and make sure I'm going slow enough to do that. OK so I've decided, but that could land me in another bad situation if there happens to be a car tailgating me or which is coming up in the right hand lane to make a turn, so...


Proney2009,

I feel looking at pictures like this is one of the best ways to learn as it gives us plenty of time to think and discuss alternatives.

This article can help us make the choice between braking and swerving. Be sure to read it through or you might jump all over the beginning where it gives two very poor examples where one would swerve.

At speeds up to 40 mph, it takes less or very close to the same distance to swerve 6.5 feet as it does to brake. Slowing to 40 mph if there were a potential left turner takes away swerving as an option. It's a bad option at any speed as swerving 6.5 feet is unlikely to avoid the crash. That's a good thing as it reduces the choices to braking or accelerating.

It's important to learn how close one can be to an intersection at 45 mph and still stop. It's around 100 feet or so. I'd suggest the following in your cage. On an empty stretch of road, pace out a 100 foot stretch with a landmark at the end of it. Like a teleophone pole. Then select a landmark 100 feet prior. Maybe set something disposible like a marshmellow at that point. Then practice firm braking in your car. You should be able to stop in approximately the same distance on your bike. (Do NOT try this on your bike. It's not really safe at this speed.)

There is a saying for intersections "Slow in, Fast out." There is a gray area where you can either stop or accelerate to avoid a left turner. Then you enter an area where you can easily accelerate. Once I reach this area, I start accelerating even if the left turner doesn't start to move. (Use moderation on accelerating.)

When there are two lanes on my side and no car entering from the right, I'd consider moving to the right lane well before the intersection.]]>Roadcraft - Braking Skills Challengegalileohttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10640&REPLY_ID=106022Roadcraft Wed, 23 Sep 2009 21:19:53 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10640 Here is another study done by the NHTSA published in February 2009. It applies to cars, but I think a lot would apply to motorcycles.

http://www.nhtsa.gov/staticfiles/DO...9/811091.pdf

This is a chart which summarizes a critical idea. Baseline epoch events include more than .3 g's on any axis as well as other things such as the eyes moving to a distracted place, and a whole bunch of other stuff that can't be measured easily.



What amazes me is there are drivers who only exceed .3 g's in any axis plus all the other conditions once about every 5,000 miles. (The events on the chart are per million vehicle miles.) These are also the safest drivers.

I know some people don't like technology, but when I get the g-meter, I'll be able to answer the question "Am I a safe rider" fairly scientifically. I'll also be able to get the data that will help me become safer.]]>Roadcraft - Roadcraft, an introductionRobushttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10269&REPLY_ID=105476Roadcraft Tue, 08 Sep 2009 02:48:30 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10269 Excellent post brian. My strategy is to expand the following distance to the limits that are possible. I may not be able to maintain 5-7 seconds, but I'll always be safer than someone whose goal is 2-3 seconds.]]>Roadcraft - Limit point in curvesThe Meromorphhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10495&REPLY_ID=105110Roadcraft Sun, 30 Aug 2009 12:09:01 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10495
quote:
Originally posted by gymnast

quote:
Originally posted by gymnast

Advancedbiker. I have a terminology question. By "limit points" do you use the term to mean the same thing as "sight distance limits in horizontal and vertical curves"?

Edit- In a less technical sense, is the term "limit point" synonymous with the term "vanishing point"


In that "Advancedbiker never addressed my question, would The Meromorph care to address it? In your latest post as well as in several of the other posts above, neighbors for instance seems to relate (with excellent illustrations) to sight distance limit point and appropriate speed selection in a horizontal curve situation. A vertical curve situation would be hills or grade differences where the sight distance vanishing point or the "limit point" presents a similar speed selection situation.

Noting the vanishing point or limit point and conciously adjusting speed accordingly to perceived conditions without reference to monitoring the speedometer is a skill that is a product of actively practice and implementation of the search and scan process. Practice will, hopefully lead to subcortical implementation of this important riding skill.



Yeah, Limit Point and Vanishing Point mean exactly the same thing. I much prefer the Limit Point term, however, because, while Vanishing Point is an accurate description, Limit Point also incorporates the concept that this is the limit of your direct vision of what is coming up. It's a small but important distinction that has a real (at least for me) psychological impact on how I use it.
That statement, perhaps is the answer to your original question.
Yes, it's essentially the same as "sight distance limits in horizontal and vertical curves".
There is one distinction I would make, however. I place a greater emphasis on the use of the horizontal curve Limit Point for speed selection, and tend to treat the vertical curve Limit Point as an adventitious Hazard, more a reason to decrease speed for Hazard Avoidance, followed by dismissal of the Hazard when view is regained, than as a speed setting mechanism.
There are two reasons I do this.
1) Frequently it presents as 'dead ground', which certainly presents a Hazard to be planned for, but usually also still allows Hazard Assesment and Planning to be continued beyond it, while stil having to cope with the near-field Hazard. Of course, I have encountered major drop-offs in hilly country where the vertical curve is a true Limit Point.
2) If there is traffic, then while the road surface is not visible beyond a crest, often the tops of the vehicle(s) in front can still be seen and their behavior can indicate whether there is a real Hazard active in the Dead Ground.

I hope that answers your question. [:)]]]>Roadcraft - MINDSETrayg50http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10460&REPLY_ID=103897Roadcraft Fri, 31 Jul 2009 17:03:00 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10460
quote:
Originally posted by aidanspa

...but the mindset that the rider is completely responsible for his own safety may not be...



+1 That is a key point that has drawn me in.

What drew me into this site was the proposition that one must be in control of oneself and ones bike at all times. IMO, this site is unique in the consistency of it's support of that concept. I am not at all saying that that is all there is here, I am saying that that is what drew me in and has caused me to remain (and that bad information gets torn apart quite quickly).

If you can maintain control of yourself and your bike you will be safer. The mindset part of Roadcraft seems to require that you actively control your situation in your environment.

I will paraphrase what has so nicely been said. [You] are completely responsible for [your] safety. While the exercises in the book IMO favor the experienced rider the mindset is valuable to everyone. If anything, new riders should take to it easier since they do not have old habits to modify.

Quote from Roadcraft pg 5 "Once we have learnt to do something routinely we are very reluctant to alter that routine, whatever the evidence that it does not work". Put from a different angle and not from Roadcraft - you cannot follow the same procedure multiple times and reasonably expect different results.

I am curious to know from those riders that either had accidents or near misses what action(s) or lack of actions on their part were a contributing factor. What changes have you made in how you ride in order to make sure that you will not again make that same contribution?

]]>Roadcraft - Sensible US roads policingrkfirehttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10517&REPLY_ID=102680Roadcraft Sat, 04 Jul 2009 16:33:04 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10517 I would guess that most states have a vague following distance on the books. Something like "reasonable and prudent". Although operator manuals for new drivers are more likely to advise 2 seconds, that has no enforcement ability though.]]>Roadcraft - The DSA Enhanced Rider Scheme in the UKrkfirehttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10518&REPLY_ID=102678Roadcraft Sat, 04 Jul 2009 15:30:46 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10518 That's a pretty good concept, and using reduced insurance premiums makes a good incentive. Although some of us older riders probably can't reduce the premiums much, I pay $55 a YEAR for example.

It does make me wonder about organized mentoring here in the states. I've seen it mentioned several times, but not an organized system. I'm referring to a unofficial, non-gov't program. Of course some sort of certification would make the mentors at least show some skill and knowledge.]]>Roadcraft - Inflexible catechism - all the answers, and deafNigel Ahttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10513&REPLY_ID=102663Roadcraft Sat, 04 Jul 2009 00:56:01 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10513
quote:
Originally posted by aidanspa

I suggest that we collectively take a breath, refocus our efforts in providing a strong clear voice for motorcycle safety, and find a way make this forum work for the benefit of all the members and visitors to this site.

I strongly believe the Roadcraft forum has value, not as the answer, but as one of many alternatives to US rider training. If we are to have any chance at all of improving the current state of affairs in US rider training, it is critical that we explore and understand, as best we can, what is available and working in other parts of the world. That is the reason this forum was created and the reason I volunteered to co-moderate it.

It is unfortunate that one of our most enthusiastic and committed-to-training members chose to get confrontational in front of the membership and visitors. He is an "ex-member" not because he had opposing views but because of how he expressed them. That said, I would hope that we can continue this forum with that same level of commitment and enthusiasm.

Let us be flexible in our thinking and open to new ideas, keeping in mind that everything we post will be read by some rider, somewhere, sometime, and it may well be taken (out of context) as gospel in regards to his or her riding safety. I am confident that we can find a way to move forward with this discussion.

My .02


Yes, indeed. Let there be more of this level headed and less of the emotional and confrontational part - but that is also the way of making the world work, is it not?]]>Roadcraft - Video clips - Thames Valley police motorcyclistNigel Ahttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10475&REPLY_ID=102589Roadcraft Thu, 02 Jul 2009 15:33:36 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10475 rayg50 wrote:



Is the "D12 Manual cum programme" the same as "Motorcycle Roadcraft: The Police Rider's Handbook to Better Motorcycling".



If they are separate documents is the D12 manual available for purchase anywhere?'



They are similar but different, in the sense that Roadcraft, apart from reflecting police rider training, is also designed for buying off the bookshelves, so it is all encompassing, which is no bad thing in itself. But for those wanting the core building blocks which will directly improve their safety on the road RC has a lot of bells and whistles on it - useful in the long run but not necessary in the initial understanding and building stage, in my view. Because there is so much information, useful though it is, clearly seeing and understanding the core building blocks can easily get lost so D12 is an attempt to address this issue, but it is not putting down RC in any way.



I am principally a concepts and ideas person. My belief is, therefore, that it is better take the core building blocks, understand them well, apply sensibly and flexibly and you (almost automatically) cover all bases. Many advanced driving books and the like try to cover all the detail i.e. exactly how you deal with this junction (intersection to you) or that roundabout - what ever the detail of the situation happens to be. D12 essentially focuses on those key principles and building blocks in a simple progressive form to which all the bells and whistles in RC can be layered on top later on. By this means I hope that a better understanding of Roadcraft will also be achieved.



On positioning, the 1996 M/c Roadcraft does not, again in my view, go into the subject properly. I was very fortunate to know former instructors from the Devizes Police Driving School (now unfortunately defunct) where they worked with Safety, View and Stability as the underlying principles for sound positioning. To the best of my knowledge none of the other police driving schools did that, but I believe the Devizes got it absolutely right. So that is in D12, as is what I call the Basic Safety Position, which I learned when doing the British School of Motoring's (as it was then) High Performance Course, back in 1974. That alone has been an extremely useful, and indeed life-saving, feature for me over the years.



When I originally studied Roadcraft back in the 1960s I learned the System by rote; just took it out of the book, put the six points down on a piece of paper in vertical form viz: MC, MSB, G, MS, H, A1-A2 and put it in front of me on the dashboard of the car. I didn't understand it; I just learned it. Later I came understand how the components went together and that is where D12 comes from regarding System; it focuses on Position and Speed and then build the other elements around those. Then, for me, the whole thing fits into place very neatly. And so it goes on.



D12 is provided by the Taunton Group of RoSPA Advanced Drivers and Riders (RoADAR) via myself to trainees (associates) at a cost of 15.00 which I feel is, considering the content, good value for money (but then you would expect me to say that, wouldn't you?) As mentioned it is some 60 pages in length but, although that large, is designed to be taken in bite sized chunks; not to as a manual, as such.



D12 briefs the driver for each of the twelve drives and there should be approximately two weeks between each drive of about an hour's duration.



Best Wishes



Nigel

]]>Roadcraft - Video clips by Advancedbikeraidanspahttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10489&REPLY_ID=102466Roadcraft Tue, 30 Jun 2009 16:19:08 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10489
quote:
Originally posted by advancedbiker

Is it still in a lump - (I might be the first vehicle to come across the animla that dropped it)
Is it still steaming, fresh - ( Same again but the animal may be closer)
If is has been flatten - ( Which direction are the tyre marks, what size are the tyre tracks)

Really excellent. There are clues everywhere if you just look for them.]]>Roadcraft - Street furniture - visual cuesrioguyhttp://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10496Roadcraft Tue, 30 Jun 2009 10:00:48 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10496 quote:
Rayg50 said:
I had watched a video, a first viewing, with the sound off (did not want to wake anyone). When I watched it again, during the day, with the sound on, the riders commentary indicated that his positioning at some points were dictated by the warning signs. I had a good laugh at myself. Here I had been searching for birds taking off or moss growing on the side of a tree or some mystic knowledge that he possessed and I did not. I stopped wondering how the rider was able to foretell an upcoming hazard when it was not at all visible in the video.


In Roadcraft, there is a section on using clues to determine the nature of a curve. For instance, if one doesn't see a break in the trees ahead, they can know a curve is coming up even if they cannot actually see the road. If there is hill jutting out into the road, it's quite likely the curve goes around the back side of the hill. If you look ahead and lose visibility of the distant road for a short while, and then see the straight portion displaced to the right, one can assume there is a gentle curve between the two.

The distance the vanishing point is from the end of the straight portion gives a great clue on how sharp the curve is.

Oh, and if all else fails, don't forget the signs. I don't use them much anymore as it's often unclear which curve they are referring to. Often there is a gentle curve before the sharp curve depicted on the sign.

Here is an example that may help:

http://www.youtube.com/watch?v=3GSH...channel_page

The riding doesn't start until about 2 minutes into the video. The road must go between the hills, and it can't go through the steep upslopes on the left side. By looking for the space between the hills, one can determine where the road likely goes.

This video will give good practice:

http://www.youtube.com/watch?v=PpyC...channel_page

Try to guess the direction of curves past the road you can see. There are all sorts of clues to look for.

One advantage to doing this is it keeps one looking far ahead. Notice how early I started slowing for the deer I saw at about 7:50 into the video.

Keep in mind, Roadcraft is for advanced riders who are thoroughly competent at basic skills such as tracking in the lane, speed control, shifting, etc. It is a buffet of skills. I'd suggest adding one skill to the plate at a time, and when it is thoroughly digested, adding another skill. I've found commentary riding commenting only on the skill one is practicing to be a great way to add a skill set. But one must be careful not to abandon old skills while learning a new one.

This skill is one that can be easily practiced while driving a car.

Added: I love the term "street furniture" for things that hint at the direction the road will take.

Edited to try to fix links.]]>Roadcraft - POSITIONINGgymnasthttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10411&REPLY_ID=102372Roadcraft Mon, 29 Jun 2009 09:15:49 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10411 Rioguy, when reviewing your video I see no problems in path, positioning, or pace. I tend to choose a path that provides the greatest separation from potential hazards and this is particularly true when site lines are limited and the roadway shoulders are limited or non existent. While some may avoid the center lane position in curves, when riding in curves, I tend tend to use it "generously" so as to provide as much space cushion and as many maneuver options as possible. On a track, in competition, the chosen path is based on setting up the next corner and minimizing lap times. Track techniques are not necessarily good street techniques and may in fact lead to a path which compromises positioning and separations available for a space cushion.]]>Roadcraft - My observations on another video.advancedbikerhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10466&REPLY_ID=102361Roadcraft Mon, 29 Jun 2009 02:05:44 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10466
quote:
Originally posted by aidanspa

Welcome to the site advancedbiker! Looking forward to your continued participation.


Hope I can help. I am not one of those forums users who writes endless comments. I look at the overall picture.

Regards

Nigel]]>Roadcraft - OBSERVATION AND PLANNINGrayg50http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10412&REPLY_ID=102329Roadcraft Sun, 28 Jun 2009 12:37:40 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10412 rioguy, my area of the world actually had no rain today. First time in about 3 weeks. I went for a ride.

I decided to try your scanning method for finding hazards (as I understand it). I must admit I enjoyed it [:D] and found it to be effective. It definitely has a time and place in my bag of tricks.

Thanks.

]]>Roadcraft - SystemJames_Bhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10410&REPLY_ID=102282Roadcraft Sat, 27 Jun 2009 02:48:49 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10410
quote:
Originally posted by gymnast

James_B. Your comment brings to mind a "Six Sigma Rider Efficiency Model" whereby risk is reduced and performance is improved through a continuous process of self evaluation, correction and improvement.


Yes its that how the model works than sounds like the ethos of advanced riding/driving through application of system.

Once you learn the system it commentary you become your own driving instructor those are the words of Chris Gilbert a well regarded ex police instructor. Nigel menetioned him in another thread but he really is a skilled driver and qualfied abour everything on UK roads but a tank. He is a qualfied driving instructor to grade 6 which is the highest grade possilbe in the for uk a driving instructor with omly the top 8% archiving that status.

Back to system there was a thread on an advanced driving forum I am involved in, titled 'You know your advanced driver when...?' in this thread one of the majority of the comments from a selection of passionate advanced riders/drivers where how they constantly reviewing their own riding and driving and striving to give there best ride/drive possible and how some can spot even the minor errors in their own driving let allow others.

That for me is passion for good quality road driving.


James R

Its brillant that the site has that ethos and with members having that mindset roadcraft gives a system in which to achive a progessive enjoy ride whilst have a low risk profile.



]]>Roadcraft - OVERTAKINGgymnasthttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10408&REPLY_ID=102140Roadcraft Thu, 25 Jun 2009 08:00:14 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10408 Rayg50. Actually you don't really "need" a tach as your owners manual or some of the many on line reviews will give you a chart showing maximum speed in each of the gears for your bike. With the information provided, you can "ride by ear". Most experienced riders hardly ever use their tachometer other than to get a feel for engine sound and actual Rpm when familiarizing themselves with a new bike. Watching ones instruments is not desirable during a passing maneuver when positioned in an on coming traffic lane.

Actually I did not explain this in the context of execution of these skills on a closed course or racetrack, but rather any relatively low traffic roadway where your speeds will be legal and appropriate for conditions. Do not confuse acceleration for passing with a competitive speed contest.

]]>Roadcraft - Commentaryhalseyhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10298&REPLY_ID=102008Roadcraft Sun, 21 Jun 2009 10:57:35 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10298 I prefer as great as distance as possible from the car ahead of me, to help oncoming traffic, who may be contemplating making a left turn,,see me. Seems like a two seconds distance allows me to be swallowed up by the vehicle in front of me, if I have to be in the right part of my lane. Plus, a greater trailing distance allows me to see potential left turners also. Is this logic flawed?]]>Roadcraft - PROVISONigel Ahttp://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10427Roadcraft Fri, 19 Jun 2009 05:04:23 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10427
The ideas and techniques offered are sound (see the bit in the original thread about the history and evolution of Roadcraft) and, without doubt, done properly, they greatly reduce ones vulnerability on the road and therefore increase ones safety. However, done incorrectly and, as mentioned, this applies particularly to the overtaking technique, and you will be more dangerous than you would otherwise be. You need to study the subject, understand it well, then apply with care, responsiblity and discretion.

As a loose analagy it's a bit like handling a gun, but this time you lose if you get it wrong. Sorry to be so blunt but life and death are sometimes like that, as I am sure you will appreciate. And here we are talking purely about how to help you live longer and injury free - James's comments accepted.

Ride free. Ride safe.]]>Roadcraft - E-MAIL LISTNigel Ahttp://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10431Roadcraft Fri, 19 Jun 2009 04:26:35 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10431
Being a pro mailing list no one will have the e-mail addresses of the others and, of course, anyone can come off the list at any time.

If you want to go on the list you will first of all need to register on All Things Motorcycle and then send me a private message with your e-mail address.

Your email address will not be used for any other purpose than to distribute appropriate information to you and no e-mail addresses will be passed to third parties.]]>