en-us Thu, 02 Sep 2010 12:22:08 -0500 ATM@msgroup.org 60 *All Things Motorcycle* - Safety Gear 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 Safety Gear - Which one of these things does not belong?bachman1961http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=12176&REPLY_ID=116760Safety Gear Sat, 21 Aug 2010 23:01:51 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12176
I haven't gone to any meets or gatherings but I'd guess there are some riders if ATGATT, are easy to spot and you'd know their commitment to safety gear. It certainly is no guarantee they are capable, safe riders who can command the bike as needed and operate it within the traffic laws or share your sense of risk tolerance.

I'd expect there might be riders who throw something on to take a short ride up to the Coffee Haus (sandals, shorts and a tee, sans helmet) and are not necessarily dressed as they would in some or ATG for a work commute or a 30 - 300 mile ride.

I'm not sure this setting really nets any concrete answers since they may be willing to gamble on shorter trips for the meet/greet or social gatherings. It's just a snapshot of what they wear to these type of events or that particular day.
Also,these might be just the gatherings where the fashion conscious men and women are too temped to want to look svelte and stylish and dress as such w/o ATG. - (Just another reason why I'd show up in my Stay-Puff Marshmallow Man/Power Ranger outfit. My svelte and stylish looks are best hidden under a few layers). [:I]

I'd get tired of all the jealously and coffee lounge ruckus anyways. [:)]

~b]]>Safety Gear - Silver Eagle cooling vestSAS Mayhemhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=12135&REPLY_ID=116575Safety Gear Wed, 18 Aug 2010 03:06:23 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12135 Thanks for the feedback, I too live in NC and have been looking for something to cool me off.]]>Safety Gear - ICON back protectorstaticattichttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=12147&REPLY_ID=116529Safety Gear Mon, 16 Aug 2010 15:05:35 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12147
quote:
Originally posted by rayg50

Slight anecdotal topic drift.

In my area I see more and more sport bike riders who look like football players with their jerseys under their pads. The outfit is armor (back, chest, shoulder, arms) over a t-shirt. Most also wear shorts or jeans, sneakers and FF helmets. They seem to have some measure of impact protection for their upper body, probably better than my own, but little to no protection from a slide or lower body impact.





Concur. Just yesterday I saw three dudes cruising on their bikes with this device on. They all apparently spend much time in the gym and wanted to show off their bodies. They were wearing the back protector with nothing over it or under it. They also had on long pants, boots, gloves, and full faced helmets, so I give them credit for at least displaying some sort of safety conscious.

While it did have a "coolness" factor about it, I couldn't see really what it did. I had been toying with the idea of purchasing one myself, but was curious if it was something that was really needed. I suppose under impact, it is supposed to spread the energy out over a greater area as compared to a person's spine taking the full force. Like what has been mentioned in earlier posts, it also looked like it would prevent the back from bending too far in a wrong direction.

Although I am a fan of Icon, this particular device, at least on the 3 dudes that I saw, looked more like it was a protector of cool instead of the back. I think if I ever invest in one, I am going to follow the advice here and get one that fits "me" instead of guessing if I need a S, M, or L.]]>Safety Gear - Hi-Viz (or lack thereof) in actionbachman1961http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=12154&REPLY_ID=116471Safety Gear Sat, 14 Aug 2010 20:14:09 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12154
The value I found in that is much of what I read defies my sense of logic (conventional wisdom?) when shooting from the hip. After better understanding the process we go through and how it is effected by our moving world with thousands of things competing for our immediate attention, the visual tricks that play out and such ... that was the real attraction for me.
I read it as I enjoy caramel apple cheese cake , , a few bites at a time. [:)]

~brian]]>Safety Gear - Hi-Viz Helmet10.30http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10958&REPLY_ID=116322Safety Gear Tue, 10 Aug 2010 15:40:54 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10958 I found hi-viz Nolan helmets here:
http://www.damenleathers.nl/tour_helmen_eng.html]]>Safety Gear - Passenger Safety Gear - My Responsibilityrayg50http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=12112&REPLY_ID=116224Safety Gear Fri, 06 Aug 2010 20:27:48 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12112
quote:
Originally posted by James R. Davis
One last word ... if your bike does not have a backrest or 'sissy bar' of some kind for your passenger, it is NOT DESIGNED to safely carry a passenger. The pillion in that case is NOT a seat, it's a soft place onto which you can strap 'luggage'.

Mr. Davis, a great recap of the proper way to develop the skill to ride with a passenger. That "last word" strikes a chord. I do not have a backrest on my bike and I had failed to consider it at all. So much about riding that I am still learning. Thanks.

Donryu, I really enjoy hearing of people who maintain an active lifestyle. Have a great trip and enjoy the time with your Dad.
]]>Safety Gear - Shark RSI helmet reviewRedbeardhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=12110&REPLY_ID=116211Safety Gear Fri, 06 Aug 2010 12:01:52 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12110 I really like the Shark helmets. I was disappointed when I found out they don't fit my head shape very well. [:(]]]>Safety Gear - Bohn-Armorasheppardhttp://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12108Safety Gear Wed, 04 Aug 2010 21:24:33 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12108
Mine is comfortable under my jeans and at times I will come back from a ride and not remove the top or bottom right away.

I could have gone a lot heavier on the armor side, but this was my first purchase with any gear, but I feel it does afford me some protection.

The tailbone, knee/shin, elbow/forearm and shoulders all have dense, relatively good protection.

Alan Sheppard]]>Safety Gear - Any experience with Bohn Armor pants and shirts?halseyhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11952&REPLY_ID=116016Safety Gear Sun, 01 Aug 2010 06:45:47 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11952 I am sitting in a pair of the Body armour pants they sell, right now. I like them. They breath well, pads stay put, and you really cant tell I am wearing them with a size larger pair of jeans. Like em. Good investment for me.]]>Safety Gear - Fun Helmet DesignsWSMedershttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=12076&REPLY_ID=115839Safety Gear Mon, 26 Jul 2010 15:11:45 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12076 I kind of like this one:


Those look more like a Photoshop exercise than actual helmets, but I still like some of the ideas.]]>Safety Gear - Any Experience With Kevlar Gear?proney2009http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11944&REPLY_ID=115645Safety Gear Tue, 20 Jul 2010 02:13:29 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11944 I have a suit of Motoport Air Stretch Kevlar for summer riding. I've ridden over 5000 miles with it since last summer in very hot weather. It has performed superbly. Good air flow, lightweight, great protection.

I have not yet had a chance to test how well it protects in a real crash and I hope I never will.[:x)] But my experience so far is that it's great stuff.]]>Safety Gear - GIVI KudosSAS Mayhemhttp://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12030Safety Gear Thu, 15 Jul 2010 13:22:07 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12030 When I went to install it I noticed that I was also missing a small 1/2 bracket piece. So again I e mailed GIVI and told them my situation and asked how I could order one. Well today, guess what, I got the bracket in the mail. We really don't see that type of sevice nowadays.

Thanks GIVI]]>Safety Gear - I don't understandradan2http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11570&REPLY_ID=115429Safety Gear Wed, 14 Jul 2010 14:42:24 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11570
quote:
Originally posted by vivid dadas

I don't care what anybody wears but me. I don't argue, I don't try to convince, and when I get questioned/abused about what I'm wearing or riding, I just shrug, (whatever.)

This is a safety site, and I came here for my safety, other riders safety is their business, unless their habits get in the way of mine, I'm not interested, So you don't want to wear a helmet, OK, don't. You like to ride in flip-flops? Enjoy your cool toes. You want to buy me a beer? I've have a diet Coke thanks, I'm riding my motorcycle. You think I look hot and miserable and stupid in all this gear? OK. It's a free country brother.


On the whole, I would like to go with your approach. But I live near Myrtle Beach, and so I can say with experience what I have long believed from logic: those people who demonstrate their contempt for others while riding motorcycles hurt all of us.

Loud pipes may or may not save lives, but pipes so loud you can hear the bike when it is on another street contribute nothing to safety and a great deal to convincing the public that bikes should be more heavily regulated.

Stunting on the public roads lead for more calls to the police to crack down on "those crazy bikers," and the passage of more laws limiting what we can do.

Every time a person dies of injuries in a motorcycle accident that an adequate helmet might have saved, we create a small group of people who are convinced that biking is inherently unsafe and should be regulated heavily or banned, beside raising the insurance rates for all of us. Those groups of disaffected people now total hundreds of individuals. If the rate of accidents, injuries, and deaths continue to climb, soon they will contain thousands. At some point, everything ABATE, the AMA, or other groups can do will accomplish nothing against the overwhelming antibike prejudice that those few careless and/or unlucky individuals have helped to create.

I try not to be offensive or aggressive, but if given half a chance, will attempt to talk about safety and consideration to my fellow bikers. I only need to hold off the inevitable banning of bikes for a few more decades, since I am now in my sixties. But even when I am gone, I hope that there will be opportunities for those who are younger than I to enjoy the freedom and pleasure of motorcycles.]]>Safety Gear - Safety Study from NewZealandmurraykj709http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12026Safety Gear Wed, 14 Jul 2010 07:57:42 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12026
very good recomended reading.

C/P

Hello Kenny,

Thanks for your e-mail. Ive attached an article our research team put together on motorcycle conspicuity/visibility that was published in the British Medical Journal- drivers wearing any reflective or fluorescent clothing had a 37% lower risk than other drivers. Compared with wearing a black helmet, use of a white helmet was associated with a 24% lower risk . Even a light coloured helmet versus dark coloured helmet was associated with a 19% lower risk of serious motorcycle crash related injury or death



The safety of these things remained after taking into account day/night, weather conditions, age and experience of motorcycle rider, alcohol ingestion and a whole lot of other things that might explain differences in crash risk.

Good to hear you have fluoro gear- reflective sticker on your helmet would be better than none- even better try to get a white one!



Stay safe

Regards

Sue





Dr Sue Wells
Senior Lecturer Clinical Epidemiology
Section of Epidemiology and Biostatistics
School of Population Health
Tamaki Campus
University of Auckland
PO Box 92-019
Auckland

09 3737 599 ext 82463



PS> There is a PDF of the article, but the fourm does not support attachments. So I Converted the PDF to Plain Text, sorry for formatting (Kenny)

C/P PDF
--------

Papers
Motorcycle rider conspicuity and crash related injury: case-control
study
Susan Wells, Bernadette Mullin, Robyn Norton, John Langley, Jennie Connor, Roy Lay-Yee, Rod Jackson
Abstract
Objective To investigate whether the risk of motorcycle crash
related injuries is associated with the conspicuity of the driver
or vehicle.
Design Population based case-control study.
Setting Auckland region of New Zealand from February 1993
to February 1996.
Participants 463 motorcycle drivers (cases) involved in crashes
leading to hospital treatment or death; 1233 motorcycle drivers
(controls) recruited from randomly selected roadside survey
sites.
Main outcome measures Estimates of relative risk of
motorcycle crash related injury and population attributable risk
associated with conspicuity measures, including the use of
reflective or fluorescent clothing, headlight operation, and
colour of helmet, clothing, and motorcycle.
Results Crash related injuries occurred mainly in urban zones
with 50 km/h speed limit (66%), during the day (63%), and in
fine weather (72%). After adjustment for potential confounders,
drivers wearing any reflective or fluorescent clothing had a 37%
lower risk (multivariate odds ratio 0.63, 95% confidence interval
0.42 to 0.94) than other drivers. Compared with wearing a black
helmet, use of a white helmet was associated with a 24% lower
risk (multivariate odds ratio 0.76, 0.57 to 0.99). Self reported
light coloured helmet versus dark coloured helmet was
associated with a 19% lower risk. Three quarters of motorcycle
riders had their headlight turned on during the day, and this
was associated with a 27% lower risk (multivariate odds ratio
0.73, 0.53 to 1.00). No association occurred between risk and
the frontal colour of drivers clothing or motorcycle. If these
odds ratios are unconfounded, the population attributable risks
are 33% for wearing no reflective or fluorescent clothing, 18%
for a non-white helmet, 11% for a dark coloured helmet, and
7% for no daytime headlight operation.
Conclusions Low conspicuity may increase the risk of
motorcycle crash related injury. Increasing the use of reflective
or fluorescent clothing, white or light coloured helmets, and
daytime headlights are simple, cheap interventions that could
considerably reduce motorcycle crash related injury and death.
Introduction
Every day about 3000 people die and 30 000 people are
seriously injured on the worlds roads.1 A disproportionate
burden is borne by low to middle income countries and vulnerable
road users such as pedestrians, cyclists, and riders of motorcycles
and scooters.2 By 2020, road traffic crashes are projected
to be the third leading cause of death and disability worldwide.3
Low motorcycle conspicuity, or the inability of the motorcyclist
to be seen by other road users, is thought to be an important factor
associated with risk of motorcycle crashes.4 This may result
from several factors, including size of motorcycle, irregular
outline, low luminance or contrast with the background environment,
and the ability to travel in unexpected places in the traffic
stream. Inexpensive measures can potentially enhance
conspicuityfor example, adding a light source and the use of
light, bright, reflective, or fluorescent colours.
Much of the epidemiological literature on motorcycle
conspicuity comprises historical cohort analyses investigating
daytime use of headlights and motorcycle crash rates before and
after legislation or ecological studies investigating regions with
or without lights on laws.5C12We are aware of only four previous
aetiological studies investigating the association between motorcycle
conspicuity and risk of crash related injury.13C16 All were
case-control studies conducted more than 20 years ago, and
none used a population based sampling frame.13C18 In three of
these studies, daytime use of headlights was investigated and
found to be associated with reduced risk.13 15 16 Hurt et al found
that wearing a high visibility upper torso garment was associated
with lower involvement in crashes; however, control data were
collected two years after the crash data.13 No other case-control
study has evaluated the effects of colour of helmet or clothing.
Despite the limited evidence base, several countriesfor
example, Malaysia, the United States, and Austriahave made
daytime use of headlights mandatory, and riders in other countries
have voluntarily adopted this and other strategies.
We investigated the association between a range of conspicuity
measures and the risk of motorcycle crash related injury in a
country without mandatory daytime headlight laws.
Methods
Study population and setting
We conducted a population based case-control study in
Auckland, New Zealand, between February 1993 and February
1996. The study methods and the sociodemographic, behavioural,
and vehicle related factors have been described
elsewhere.19 20 At the time of the study, the Auckland region had
a population of approximately 950 000, of whom more than
90% lived in urban districts (1991 census). The source
population was all motorcycle drivers riding on motorways and
principal or arterial roads between 6 am and midnight in the
Auckland region.We excluded motorcycle drivers riding on residential
roads and riding between midnight and 6 am, as less than
2% of riding occurs in these situations.21 We defined a motorcycle
by using the ICD-9.CM (international classification of
diseases, 9th revision, clinical modification) definition of a two
BMJ Online First bmj.com page 1 of 6
Cite this article as: BMJ, doi:10.1136/bmj.37984.574757.EE (published 2 February 2004)
Copyright 2004 BMJ Publishing Group Ltd
wheeled vehicle.22 We applied the definitions of geographical
boundaries, time period, eligible vehicles, and eligible roads in an
identical manner to cases and controls. We obtained informed
consent from all participants.
Case selection
We included in the study all motorcycle drivers or pillion
passengers who were killed, admitted to hospital, or treated in a
public hospital emergency department in the Auckland region,
and who had an injury severity score of > 5 within 24 hours of a
motorcycle crash. We conducted case finding prospectively
through daily surveillance of the regions four trauma hospitals
and single coroners office.All injured people needing admission
to hospital in the Auckland region are admitted to one of these
hospitals.We conducted interviews face to face in hospital or by
telephone if the participant had already been sent home. For
people who died as a result of the crash, we asked next of kin to
nominate a proxy respondent who could be interviewed.
Control selection
We obtained a random sample of motorcycle riding by identifying
motorcycle drivers from 150 roadside survey sites in the
study region and time period. We randomly selected these sites
from a list of all non-residential roads in the region, in
proportion to their total length.We also randomly assigned time
of day, day of week, and direction of travel for each survey site.We
photographed motorcyclists as they approached the survey site,
stopped them, and invited them to participate in the study. We
obtained a name, a telephone number, and a suitable time for a
follow up telephone interview. Where survey sites or conditions
were too dangerous for motorcyclists to be stopped (for
example, motorways, bad weather), we photographed the
vehicles and followed them up through their registration plate
details. We administered identical questionnaires to both cases
and controls, covering circumstances of the crash or current trip
and sociodemographic, personal, motorcycle related, and
environmental characteristics.
Conspicuity measures
We asked participants if their headlight had been off or on and,
if on, whether it had been set to high or low beam.We divided the
self identified main colour of clothing worn into two categories:
frontal colour from waist up and frontal colour from waist down.
We defined motorcycle colour as the main colour of the motorcycle
from the front. As well as describing the main colour of
their clothing, motorcycle, and helmet, participants nominated
the colour as either light or dark. We asked participants if they
were wearing any reflective or fluorescent clothing or other articles
such as a jacket, vest, apron, sash, ankle or wrist band, or back
pack including stripes, decals, or strips.
Potential confounding variables
We considered the following potential confounders suggested by
the literature and used in previous analyses of this study19 20: age,
sex, ethnicity, income, education, motorcycle licence and
insurance status, self reported alcohol consumption in the previous
12 hours, years on-road riding experience, kilometres
travelled on the specific motorcycle at interview, posted speed
limit, ambient illumination, and weather conditions.All data were
self reported except for road type and traffic speed zones, which
were ascertained by environmental surveys. New Zealand has
three main speed limit zones: 50 km/h in most urban areas,
70-80 km/h in restricted speed zones principally on main highways,
and 100 km/h on motorways and the open road.
Statistical analysis
We used SAS statistical software to conduct all analyses, and we
calculated odds ratios together with 95% confidence intervals by
using unconditional logistic regression. As this was a population
based study and the outcome of interest is rare, the odds ratios
calculated will approximate to relative risks.We fitted a model to
examine the independent association of each conspicuity measure
and a crash related injury. We assessed each potential
confounder in turn and included the variable in the final model
if its inclusion changed the odds ratio by 10% or more.23 We calculated
population attributable risk estimates according to
methods developed by Greenland and described by Rockwell.24
The formula uses relative risk estimates and the proportion of
cases exposed.We considered pillion passengers to be part of the
driver-motorcycle unit and did not include them in the analyses.
We stratified the analysis of use of reflective or fluorescent clothing
by ambient light conditions (daylight, twilight, night) but did
not include an interaction term for this in the logistic regression
or multivariate analysis as numbers were small.
Results
The cases were 490 motorcycle drivers (including 32 deaths), and
interviews were completed for 463 (95%). Thirteen drivers
refused to participate, and 14 could not be contacted. Of the
interviews with case drivers, we conducted 293 (63%) by
telephone, 164 (35%) face to face, and 6 (1%) by self completed
questionnaire.
The controls were 1518 motorcycle drivers: 931 (61%) were
identified at sites where motorcyclists were stopped and 587
(39%) from photograph only sites. Interviews were completed
with 1233 (81%) drivers, of which 1189 (96%) were conducted by
telephone. Most of the drivers not interviewed could not be contacted;
only 42 (3%) drivers refused to participate.
Table 1 shows the sociodemographic characteristics of the
study participants and the distribution of potential confounding
variables. Men accounted for 94% of the motorcycle riding
population in Auckland during the study period; most crashes
occurred in urban 50 km/h speed limit zones (66%), during the
day (64%), and in fine weather (72%).
Young motorcyclists, especially those under 20 years, are at
increased risk of injury compared with older riders.13 14 16 25 Table
2 shows age adjusted and multivariate odds ratios of crash
related injury risk associated with conspicuity measures.
Use of reflective or fluorescent clothing
Nearly 20% of control drivers were wearing some type of reflective
or fluorescent clothing. Drivers wearing reflective or fluorescent
clothing had a 37% lower risk of crash related injury than
those who were not wearing such materials (multivariate odds
ratio 0.63, 95% confidence interval 0.42 to 0.94).When stratified
by ambient illumination (table 3), the protective association
seemed to increase with falling light levels, although numbers
were small at twilight, reducing the precision of the effect
estimate.
Helmet colour
The main colours of helmet reported by control drivers were
black (39.8%), white (30.6%), and red (13.8%). Compared with
wearing a black helmet, use of a white helmet was associated with
a 24% lower risk (multivariate odds ratio 0.76, 0.57 to 0.99). We
found similar associations for red and a combined group of yellow
and orange helmets, although these did not achieve standard
levels of statistical significance. Self nominated description of
Papers
page 2 of 6 BMJ Online First bmj.com
light coloured helmet compared with dark coloured helmet
was associated with a 19% lower risk.
Headlight operation
Of the 175 control drivers randomly surveyed at night, 100%
were using their headlight. At twilight, 91 (88%) of the 104 control
drivers reported having their headlight turned on. Of the
954 control drivers randomly surveyed during the day, 719
(75%) had their headlight turned on609 (64%) on low beam
setting and 92 (10%) on high beam, with 18 (2%) unsure whether
high or low beam was used. Overall, voluntary use of headlight in
daytime was associated with a 27% lower risk of crash related
injury (multivariate odds ratio 0.73, 0.53 to 1.00).
Frontal colour of clothing and motorcycle
Approximately 80% of 1233 control drivers wore either black,
blue, or brown clothing on the upper body (955) and black or
blue clothing on the lower body (988). Of the main frontal
motorcycle colours, 299 (24%) motorcycles were black, 282 were
(23%) red, 188 (15%) were white, 183 (15%) were chrome or silver,
and 148 (12%) were blue. We observed no association
between risk of crash related injury and the frontal colour of
drivers clothing or motorcycle. Similarly, no difference in risk
occurred for self nominated light versus dark coloured clothing
or motorcycle.
Population attributable risk
The population attributable risk is the estimated proportion by
which the incidence of crash related injuries could potentially be
averted if a specific risk factor was eliminated from the
population. In this population, assuming that the associations
described are causal and unconfounded, the population attributable
risk associated with not wearing fluorescent or reflective
clothing was approximately 33%. Other population attributable
risks were 18% for wearing a non-white helmet, 11% for wearing
a dark coloured helmet, and 7% for not using headlights during
the day.
Discussion
In this large population based case-control study we observed
that fluorescent or reflective clothing, wearing a white or light
coloured helmet, and voluntary daytime use of headlight were
associated with reduced risks of motorcycle crashes resulting in
severe injury or death. The protective association for high visibility
clothing strengthened with falling light conditions, providing
additional support for the validity of the findings. No significant
differences in risk occurred with the frontal colour of drivers
clothing or motorcycle.
Strengths and weaknesses of the study
We were able to identify all motorcyclists involved in a crash
resulting in moderate to severe injury or death from a large geographically
defined base population. The controls were a
random sample of motorcyclists from the same study population
over the same study period. In this study the prevalence of each
characteristic in controls is an estimate of its prevalence in all
motorcyclists in the study region.
Most variables investigated were self reported, and recall bias
may be a problem.However, exposures such as colour of helmet,
colour of clothing, use of high visibility clothing, and operation
of headlight are less likely to be influenced by recall bias than
other behaviours such as alcohol consumption or speeding. Furthermore,
cases may be more inclined than controls to
over-report having used conspicuity enhancing measures as they
analyse and apportion fault in a multi-vehicle crash. The net
effect would be an underestimate of the effects.
The validity of our findings depends on the ability to control
for confounding. In this study a wide range of potential
confounders were measured and modelled in the multivariate
analyses. Riders wearing high visibility clothing and white
helmets are likely to be more safety conscious than other riders.
However, we were able to adjust for sociodemographic variables,
the propensity for risk taking behaviour (such as younger age,
alcohol consumption, licence status, and motorcycle riding
experience) and environmental characteristics (such as light
conditions, weather, and speed limit zones).
Comparison with previous research
Bright colours worn during the day, daytime use of headlight,
and reflective or fluorescent clothing are thought to enhance
conspicuity by increasing the brightness contrast between the
surface or object it is on and the background environment. The
finding that helmet colour was associated with injury crash risk
whereas frontal colour of clothing was not was unexpected. Hurt
et al contended that the principal coloured surfaces with any real
potential for contribution to conspicuity are the fairing shield
and the riders upper torso garment.13 They considered that the
Table 1 Sociodemographic, personal, and environmental characteristics of
motorcycle crash related injury cases and population controls. Values are
numbers (percentages)
Controls (n=1233) Cases (n=463)
Age (years)
15-19 131 (10.6) 86 (18.6)
20-24 322 (26.1) 148 (32.0)
25 780 (63.3) 229 (49.5)
Sex
Female 71 (5.8) 26 (5.6)
Male 1162 (94.2) 437 (94.4)
Type of motorcycle licence
Learner 198 (16.1) 90 (19.4)
Restricted 97 (7.9) 34 (7.3)
Full 780 (63.3) 224 (48.4)
No licence, lapsed, or lost 125 (10.1) 100 (21.6)
Missing 1 (0.1) 6 (1.3)
Familiarity with specific motorcycle (km)
<1000 166 (13.5) 99 (21.4)
1000-10 000 477 (38.7) 179 (38.7)
>10 000 570 (46.2) 166 (35.9)
Missing 19 (1.5) 20 (4.3)
Any alcohol ingested in the previous 12 hours
Yes 129 (10.5) 92 (19.9)
No 1084 (87.9) 365 (78.8)
Missing 20 (1.6) 4 (0.9)
Posted speed limit (km/h)
50 693 (56.2) 307 (66.3)
70-80 93 (7.5) 40 (8.6)
100 447 (36.3) 111 (24.0)
Missing 0 5 (1.1)
Light conditions
Daylight 954 (77.4) 294 (63.5)
Dusk or dawn 104 (8.4) 49 (10.6)
Night 175 (14.2) 119 (25.7)
Missing 0 1 (0.2)
Weather conditions
Fine 804 (65.2) 333 (71.9)
Cloudy 370 (30.0) 76 (16.4)
Rain 59 (4.8) 49 (10.6)
Missing 0 5 (1.1)
Papers
BMJ Online First bmj.com page 3 of 6
surface presented by even a full face helmet was no more than
20% of that of an upper torso garment and therefore the contribution
to conspicuity would be expected to be low. A possible
explanation for our findings is that 80% of the controls wore
black, blue, or brown top clothing and black or blue clothing
from the waist down. Owing to the small numbers wearing light
coloured clothing, our study may not have had the power to
detect an effect of brightly coloured clothing if it existed. Our
study was also limited by the one catch-all category for reflective
and or fluorescent clothing. These materials offer maximum
conspicuity advantage in differing ambient light conditions
fluorescence at twilight and reflective material at night, and we
were unable to determine the individual contributions.
Implications for prevention of injuries
This study took place in a predominantly urban area and in a
country where motorcycles make up a small percentage of all
registered motor vehicles. Factors contributing to poor
conspicuity, such as contrast from the background environment
and ambient illumination, may differ between settings. The
population attributable risks are not generalisable as they
depend on the background prevalence of the risk factors in specific
populations. However, there is no reason to believe that the
relative risk estimates for the conspicuity measures investigated
would not be generalisable to other settings.
This seems to be the first population based aetiological study
investigating motorcycle conspicuity and risk of crash related
injury and death. The study suggests that low physical conspicuity
is a contributing factor in a significant proportion of road
traffic crashes causing injury. The social costs of motorcycling
deaths and disability are high, not only through premature
deaths and hospital admissions but also through costs of
rehabilitation, lost income, sickness benefits, insurance, property,
Table 2 Adjusted odds ratios of risk of crash related injury associated with potential conspicuity enhancing measures. Values are numbers (percentages)
unless stated otherwise
Measures Controls (n=1233) Cases (n=463)
Odds ratio (95% confidence interval)
Age adjusted Multivariate model
Wearing high visibility clothing
No 985 (79.9) 408 (88.1) 1.00 1.00
Yes 242 (19.6) 49 (10.6) 0.50 (0.36 to 0.70) 0.63 (0.42 to 0.94)
Missing 6 (0.5) 6 (1.3)
Multivariate model: age, white helmet, no licence, alcohol consumption
Colour of helmet
Black 491 (39.8) 213 (46.0) 1.00 1.00
White 377 (30.6) 112 (24.2) 0.69 (0.53 to 0.91) 0.76 (0.57 to 0.99)
Yellow or orange 31 (2.5) 8 (1.7) 0.65 (0.29 to 1.43) 0.79 (0.35 to 1.82)
Red 170 (13.8) 55 (11.9) 0.71 (0.50 to 1.01) 0.80 (0.56 to 1.14)
Blue 70 (5.7) 26 (5.6) 0.90 (0.56 to 1.45) 0.96 (0.58 to 1.59)
Other colours (12) 69 (5.6) 41 (8.9)
Missing 0 8 (1.7)
Multivariate model: age, no licence
Self nominated light or dark coloured helmet
Dark 610 (49.5) 259 (55.9) 1.00 1.00
Light 616 (50.0) 192 (41.5) 0.74 (0.59 to 0.92) 0.81 (0.64 to 1.01)
Missing 7 (0.6) 12 (2.6)
Multivariate model: age, no licence
Headlight operation
Off 216 (17.5) 76 (16.4) 1.00 1.00
On 985 (79.9) 365 (78.8) 0.99 (0.74 to 1.32) 0.74 (0.51 to 1.07)
Missing 22 (1.8) 7 (1.5)
Multivariate model: age, night, white helmet, alcohol consumption, speed limit 100 km/h, rain
Daytime headlight operation (n=954) (n=294)
Off 207 (21.7) 72 (24.5) 1.00 1.00
On 719 (75.4) 205 (69.7) 0.77 (0.56 to 1.05) 0.73 (0.53 to 1.00)
Missing 28 (2.9) 17 (5.8)
Multivariate model: age, alcohol consumption, speed limit 100 km/h, rain
Self nominated light or dark coloured clothing (waist up)
Dark 938 (76.1) 365 (78.8) 1.00 1.00
Light 268 (21.7) 92 (19.9) 0.89 (0.68 to 1.16) 0.97 (0.70 to 1.34)
Missing 27 (2.2) 6 (1.3)
Multivariate model: white helmet
Self nominated light or dark coloured clothing (waist down)
Dark 820 (66.5) 302 (65.2) 1.00
Light 379 (30.7) 149 (32.2) 1.08 (0.85 to 1.36) 1.21 (0.91 to 1.59)
Neither or missing 34 (2.8) 12 (2.6)
Multivariate model: age, white helmet
Self nominated light or dark coloured motorcycle
Dark 609 (49.4) 233 (50.3) 1.00
Light 599 (48.6) 218 (47.1) 0.94 (0.76 to 1.17) 1.00 (0.77 to 1.29)
Missing 25 (2) 12 (2.6)
Multivariate model: age, white helmet
Papers
page 4 of 6 BMJ Online First bmj.com
and legal expenses as well as personal costs of grief and
suffering. This study supports the introduction of both active and
passive injury prevention strategies through laws requiring daytime
use of headlights and measures encouraging greater visibility
of motorcycle riders on the roads.
We thank the participating motorcyclists; Angela Hursthouse, Kevin Sherlock,
Mark McLauchlan, and other staff at the Injury Prevention Research
Centre; staff at participating hospitals; and staff at the Land Transport
Safety Authority. Special thanks to Shanthi Ameratunga and Joanna Broad
for their critical review of the draft papers.
Contributors: SW was mainly responsible for the statistical analysis,
interpreting the data, and writing the paper. RJ,RN, BM, and JL were mainly
responsible for the study design, and BM was responsible for data
collection. RJ, RN, BM, and JL contributed to writing the paper. RJ, JC, and
RL-Y contributed to the statistical analysis, interpreting the data, and writing
the paper. RJ is the guarantor.
Funding: Health Research Council of New Zealand (HRC) and the
Accident Rehabilitation and Compensation Insurance Corporation (ACC).
BM was the recipient of an HRC Training Fellowship. The Injury
Prevention Research Centre and the Injury Prevention Research Unit were
both jointly funded by the HRC and ACC at the time of the study.
Competing interests: None declared.
Ethical approval: The study was approved by the Northern Regional Health
Authority Ethics Committee.
1 Murray C, Lopez A. Global health statistics: a compendium of incidence, prevalence and mortality
estimates for over 200 conditions. Boston: Harvard University Press, 1996.
2 Nantulya V, Reich M. The neglected epidemic: road traffic injuries in developing countries.
BMJ 2002;324:1139.
3 Murray C, Lopez A. Alternative projections of mortality and disability by cause 1990-
2020: global burden of disease study. Lancet 1997;349:1498-504.
4 Williams M. Motorcycle conspicuity and traffic accidents. Accid Anal Prev 1979;11:209-
24.
5 Robertson LS. An instance of effective legal regulation: motorcycle helmet and
daytime headlamp laws. Law and Society 1976;10:467-77.
6 Janoff MS, Cassell A. Effect of daytime motorcycle headlight laws on motorcycle accidents.
Highway Research Record 1971;377:53-63.
7 Muller A. An evaluation of the effectiveness of motorcycle daytime headlight laws. Am
J Public Health 1982;72:1136-41.
8 Muller A. Daytime headlight operation and motorcyclist fatalities. Accid Anal Prev
1984;16:1-18.
9 Zador PL. Motorcycle headlight-use laws and fatal motorcycle crashes in the US, 1975-
83. Am J Public Health 1985;75:543-6.
10 Bijleveld FD. Effectiveness of daytime motorcycle headlights in the European Union.
Leidschendam: SWOV, Institute for Road Safety Research, The Netherlands, 1997.
11 Umar RSR, Mackay GM, Hills BL. Preliminary analysis of motorcycle accidents: shortterm
impacts of the running headlights campaign and regulation in Malaysia. J Traffic
Med 1995;23:17-28.
12 Umar RSR, Mackay MG, Hills BL. Modelling of conspicuity-related motorcycle
accidents in Seremban and Shah Alam,Malaysia. Accid Anal Prev 1996;28:325-32.
13 Hurt HH, Ouellet JV, Thom DR. Motorcycle accident cause factors and identification of countermeasures.
Vol 1: Technical report. Los Angeles: Traffic Safety Center, University of
California, 1981.
14 Kraus JF, Riggins RS, Franti CE. Some epidemiologic features of motorcycle collision
injuries. II: factors associated with severity of injuries. Am J Epidemiol 1975;102:99-109.
15 Vaughan RG, Pettigrew K, Lukin J. Motorcycle crashes: a level two study. Sydney: Traffic
Accident Research Unit, Department of Motor Transport, New South Wales, 1977.
16 Bragg BW, Dawson NE, Jonah BA. Profile of the accident involved motorcyclist in
Canada. International Motorcycle Safety Conference,Washington, 1980;3:1131-51.
17 Hurt HH, Ouellet JV, Thom DR. Motorcycle accident cause factors and identification of countermeasures.
Vol II: Appendix/supplemental data. Los Angeles: Traffic Safety Center,
University of California, 1981.
18 Kraus JF, Riggins RR, Franti CE. Some epidemiologic features of motorcycle collision
injuries. I: introduction, methods and factors associated with incidence. Am J Epidemiol
1975;102:74-98.
19 Mullin B, Jackson R, Langley J, Norton R. Increasing age and experience: are both protective
against motorcycle injury? A case-control study. Inj Prev 2000;6:32-5.
20 Langley J,Mullin B, Jackson R, Norton R.Motorcycle engine size and risk of moderate
to fatal injury from a motorcycle crash. Accid Anal Prev 2000;32:659-63.
21 Land Transport Safety Authority. New Zealand household travel survey.Wellington: Safety
Standards Branch, Land Transport Safety Authority, 1991.
22 World Health Organization. International classification of diseases, 9th revision: clinical
modification. Ann Arbor,MI: Edwards Brothers, 1980.
23 Greenland S. Modeling and variable selection in epidemiologic analysis. Am J Public
Health 1989;79:340-9.
24 Rockwell B, Newman B, Weinberg C. Use and misuse of population attributable
fractions. Am J Public Health 1998;88:15-9.
25 Kraus JF, Franti CE, Johnson SL. Trends in deaths due to motorcycle crashes and risk
factors in injury collisions. Accid Anal Prev 1976;8:247-55.
(Accepted 3 December 2003)
doi 10.1136/bmj.37984.574757.EE
Section of Epidemiology and Biostatistics, School of Population Health, Private
Bag 92019, University of Auckland, Grafton Road, Auckland 1, New Zealand
Susan Wells senior lecturer in epidemiology
Jennie Connor senior lecturer in epidemiology
Rod Jackson professor of epidemiology
Bernadette Mullin public health physician
Centre for Health Services Research and Policy, School of Population Health,
University of Auckland
Roy Lay-Yee assistant research fellow
Table 3 Use of high visibility clothing stratified by ambient illumination. Values are numbers (percentages) unless stated otherwise
Controls (n=1233) Cases (n=463)
Odds ratio (95% confidence interval)
Age adjusted Multivariate model
Reflective or fluorescent clothing during
day
(n=954) (n=294)
No 767 (80.4) 260 (88.4) 1
Yes 182 (19.1) 34 (11.6) 0.55 (0.37 to 0.82) 0.62 (0.42 to 0.94)
Missing 5 (0.5) 0
Multivariate model: age, familiarity, no licence, no insurance
Reflective or fluorescent clothing at
twilight
(n=104) (n=49)
No 22 (21.2) 5 (10.2) 1
Yes 82 (78.8) 43 (87.8) 0.43 (0.15 to 1.22) 0.51 (0.14 to 1.90)
Missing 0 1 (2.0)
Multivariate model: age, no licence, speed limit 100 km/h, white helmet
Reflective or fluorescent clothing at night (n=175) (n=119)
No 136 (77.7) 105 (88.2) 1
Yes 38 (21.7) 10 (8.4) 0.34 (0.16 to 0.72) 0.47 (0.21 to 1.02)
Missing 1 (0.6) 4 (3.4)
Multivariate model: age, no licence, no insurance, speed limit 100 km/h
What is already known on this topic
Low conspicuity, or the inability of the motorcycle and rider
to be seen by other road users, is thought to be associated
with motorcycle crash related injury and death
Previous studies suggest a benefit from daytime use of
motorcycle headlights, although the evidence is limited
What this study adds
Wearing reflective or fluorescent clothing and white or light
coloured helmets and using headlights in daytime could
reduce serious injuries or death from motorcycle crashes by
up to one third
Papers
BMJ Online First bmj.com page 5 of 6
Institute for International Health, University of Sydney, Sydney, NSW, Australia
Robyn Norton professor of public health
University of Otago, Otago, New Zealand
John Langley director of injury prevention research unit
Correspondence to: S Wells s.wells@auckland.ac.nz
Papers
page 6 of 6 BMJ Online First bmj.com]]>Safety Gear - 3/4 or Full length boots .....Donryuhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=12024&REPLY_ID=115407Safety Gear Wed, 14 Jul 2010 00:10:50 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12024 I have not seen any hard data on the dangers (if any) or differences of 3/4 vs full length boots for motorcycles. I'm dating myself here, but back in the mid to late 80s knee high downhill ski boots exploded on the scene, promising more control and with it the ability to manage a longer ski length, which meant more speed for those of us that skied gates.

These boots seemed to disappear almost as fast they appeared due to a tremendous increase in knee injuries among skiers. I've read some suggestion of the same for high (rigid style) motorcycle boots, though all the criticism was speculative.

My guess is a higher leather boot like the Aerostich Combat Touring Boot would be fine, because leather will give, whereas a more rigid boot could be more likely to produce a knee injury.
]]>Safety Gear - I Honestly Don't Know What to Think...haithabuhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=12020&REPLY_ID=115366Safety Gear Tue, 13 Jul 2010 00:24:43 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=12020 All airbag jackets that I'm aware of are made of the same ballistic nylon material as any other riding jacket.]]>Safety Gear - Hot Weather GearSuperRookiehttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11956&REPLY_ID=115289Safety Gear Fri, 09 Jul 2010 18:01:19 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11956 Thanks bro]]>Safety Gear - Reevu integrated mirror helmet finally getting DOT testingLivesteam45http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11676&REPLY_ID=115274Safety Gear Fri, 09 Jul 2010 10:28:56 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11676 Great idea but I'll wait until the Mk2 comes out.....the ventilation question needs to be resolved along with the price point.]]>Safety Gear - How much is too much?gymnasthttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11955&REPLY_ID=114940Safety Gear Mon, 28 Jun 2010 18:04:48 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11955 Sometimes I think that some states must issue handicapped plates to blind drivers. The more conspicuous you are the more lame the excuse of the person whom runs into you and acts all innocent with the excuse "I didn't see him". Perhaps motorcyclists should have to wear a vest with a great big lime green "L" for learner front and back for the first couple of years that they ride. WERA novice roadracers had to wear a great big X on the back of their leathers several years ago and may still have to.]]>Safety Gear - Sale - Mesh Jackets $59SAS Mayhemhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11893&REPLY_ID=114765Safety Gear Thu, 24 Jun 2010 15:46:35 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11893 Well I got my jacket in today, I ordered it in a Mon and it's here NC on Thursdat. Well packaged and also came with a heavey duty hanger to boot. I will order from them again [8D]]]>Safety Gear - Helmet causes neck injury!Nightwatchmanhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11800&REPLY_ID=114752Safety Gear Wed, 23 Jun 2010 23:30:43 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11800
quote:
Originally posted by Chris_J

quote:
losing control of his motorcycle while doing wheelies


Seems to me that it was "Being Stupid" caused the accident.


Squiddery at it's finest... So it was being a dumb squid that caused the neck injury. If that rider had enough common sense not to ride like a jackass... well... you know what I mean.]]>Safety Gear - Need information for presentationvivid dadashttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11915&REPLY_ID=114539Safety Gear Tue, 15 Jun 2010 20:33:45 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11915 If anyone wants to see my Powerpoint presentation, I'll e-mail it to you. I called out this website as well as alton and Indiana Randy, I cited this website in my references.

I talked bout the data from the piechart with the main point being, "if you have a motorcycle crash, there is a high likelihood you will get hurt."]]>Safety Gear - Clevernessaidanspahttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11874&REPLY_ID=114345Safety Gear Wed, 09 Jun 2010 14:18:05 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11874 I like both ideas a lot. Reflective marketing and reflective EMT info...simple and effective.

Are you going to change "Nightwatchman" to "RickRussellTX" or leave it as is? [:D]
]]>Safety Gear - Lazer Super Skinhaithabuhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11718&REPLY_ID=114336Safety Gear Wed, 09 Jun 2010 12:56:10 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11718 I think it would reduce the initial torque when the helmet first slams against the pavement at speed. I wonder if we underestimate the rotational force that impact can apply even on a helmet with shiny surface (the smooth skin would instantly disappear in a high speed drop anyway). Especially when you consider the effect that the projecting vents on many full face helmets would have when they catch the pavement.

I have noticed quite a few accident reports where it is said: "It is not known if the rider was wearing a helmet." My translation: a helmet was found on the scene but not on the rider's head - in many cases I would guess torn off by the initial impact.

It seems to me that in lieu of the Superskin the same protection could be achieved by giving the helmet either an abrasion-proof outer skin or conversely a more easily abraded outer layer just under the skin.]]>Safety Gear - New Gearstaticattichttp://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11894Safety Gear Wed, 09 Jun 2010 07:24:25 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11894
The Icon boots are definitely cool to look at. With the Icon logo on the front, the big Icon Field Armor shield on the heel, the shifter pad, and the cool buckle across the top, these boots just ooze biker. As boots go, they are pretty comfortable. I wear them all day while walking around doing my job with no problems. I was told they run small, so I ordered a size 11 (I wear a 10.5), but I could have gotten away with a 10.5. These boots replaced steel toe regular work boots. Quite honestly, I am not sure how much extra protection, if any, I have gained by wearing the Icon boots. But, they do have a coolness factor about them that regular work boots just can't compete with. Whether or not the $115 Cycle Gear price tag was worth the "cool factor" is still debatable.

The Joe Rocket "Alter Ego" overpants say to onlookers, "I'm a biker that likes to look cool, but I also like safety gear." They are quite obviously not made for the race track, but they do provide extra material between my skin and the asphalt. They are very easy to put on, even while wearing my boots. The legs have zippers that run 3/4 up the leg, making slipping my boots in and out very easy. Not quite leather, but definitely more protection than cotton jeans. The pants also come with a thick, zip out rain liner. The liner will no doubt keep out the rain, but it would also be hot. The rider will have to decide, "Do I want to get wet from the rain or get wet from sweat?" The pants sport CE approved armor in the knees and a little padding around the waist. Other than minor bumps, I am not thinking the padding is going to provide much protection from anything. The pants are comfortable to wear and have zip out vents to keep the inside temperature low. In the unfortunate event of a slide, I feel better knowing the asphalt will have to chew through the overpants, then my pants, before reaching my skin.

All in all, I am happy with my new toys. Combined with my Icon leather riding jacket, full fingered riding gloves, and full faced helmet, I feel I have taken the proper steps to increase my safety score.]]>Safety Gear - unexpected safety gearasheppardhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11526&REPLY_ID=114043Safety Gear Wed, 02 Jun 2010 20:02:07 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11526 I have a Sears "key chain" opener (very small) that I hook to my coat zipper if it is zipped up.

You could put it around your wrist or a very short chain around the neck. It does not seem to blow around much.

I simply slow down within 100 feet of the house, holding the bars with one hand and activate the opener with the other. I see the door start to open, so perfect.

Once in awhile it doesn't activate, but since I am going slow enough I activate it again. I may have to stop first, but most times, I don't. Usually as I go up the driveway the door is opening.

I just have to wait for clearance even if it is a minor stop.

Cheers!!

Alan Sheppard]]>Safety Gear - It just takes a couple of minutesSkootchNChttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11798&REPLY_ID=113698Safety Gear Fri, 21 May 2010 13:04:03 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11798
quote:
Originally posted by gymnast


Does the guy realize the risk he has exposed himself to if he is seen by a PETA member driving an SUV?[}:)]


PETA has found it's safer to harass older women in fur coats... than leather clad bikers]]>Safety Gear - Hot Weather GearChris_Jhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11741&REPLY_ID=113628Safety Gear Tue, 18 May 2010 10:39:31 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11741 The best outfit I've found for this time of year is the following:

Proper mesh construction MC jacket. My current one is of a BMW design, but I've had a few different ones that all work from a cheap Technic mesh I got from New Enough to the current BMW one.

The North Face makes a windstopper fleece called the "Flight Series" which is very light and folds small. Worn under the mesh, I can comfortably ride down to 40 degrees which is great for those chilly mornings.

Helly Hanson makes a very light nylon rain shell. I bought mine a size larger than I would normally wear. While it's big all by itself, I can easily put it on OVER the mesh jacket. I only wear it in the rain as it does not breath well.

Another nice rain shell, but one that isn't 100% waterproof (you get damp in a long driving rain) is from the bicycle company Pearl Isumi. Nice thing about this shell is that the whole jacket rolls up and fits into a zippered pocket about the size of a paperback. I keep this one on the scoot all the time just in case. Perfect for those freak afternoon thunderstorms that are here and gone in a few minutes.

This provides me with all kinds of options, armored protection, and a wide range of comfort.

Best of all, the fleece and rain shells both fold nice and small so I don't lose much storage having them along.

Best thing I did for the summer was ditch the dark gear. BMW summer pants in a light tan color and mesh in bright yellow made an amazing difference over the black mesh outfit I was wearing at first. Even though the pants are not mesh, they are still more comfortable.]]>Safety Gear - Safety Feature...or not?dogfishhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11506&REPLY_ID=112933Safety Gear Thu, 29 Apr 2010 11:21:06 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11506
quote:
Originally posted by efterladenskaber

I think I was more traumatized than anything. They asked before taking me to the hospital but I was upset & thought I should go just in case and to protect myself. I mean, after falling over, I popped right up - from adrenaline? And then I had to sit down right away. No, I'm new to all this so there is definitely MUCH to consider. Thank you for all the good information.


Sorry to hear about this. Someone on a motorcycle near me was recently killed in this type of accident. Although being rear ended while stopped at an intersection is actually fairly rare, it still happens. Rare or not, it only needs to happen once to cause harm.

I think James has given you great advice. Sounds like you're on the right path.

Just another point that I'll throw out there for everyone reading. Every time I come to a stop at an intersection I try to evaluate the landscape. I look for an 'escape route' should a cage risk rear ending me. I try to position my motorcycle in a manner that allows me to execute my escape plan. Granted, there are times were I cannot achieve the ideal escape route or after I choose one I realize I could have made a better choice. Recently we had a discussion in my club that you need to be watching everything going on, even in adjacent lanes and possibly at least 3 cars back if the car(s) directly behind you are stopped. Something I had not initially considered.

Just something I think everyone should consider practicing.

Please don't think I am trying to lecture you; this is a safety site so I figured I'd take the opportunity to throw it out there. What happened was obviously outside your control.

Most importantly, I'm glad to hear that you, and the bike, came out with relatively minor issues. Might want to consider having a shop checkout the motorcycle anyway. After all the insurance will pay for it.

And if you think the mohawk works, go for it! Get a bright pink one! I think your boyfriend will get over it.]]>Safety Gear - Gerbings Heated Jacket Linercapozzirhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11366&REPLY_ID=112603Safety Gear Mon, 19 Apr 2010 08:17:04 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11366
quote:
Originally posted by Kirbyc

capozzir,
I checked my jacket liner. There are three wires. One has a white tag that goes to the white tagged wire from the thermostat. The second wire is a black wire that goes to the second thermostat wire, and the third wire has a yellow tag. It connects to the wire from the pants liner. This jacket is one of the first that had the round connectors,so I'd think it would be the same as yours. I also talked to two other people this evening who think that their gear works the same as mine. Might be worth checking with Gerbing, the other folks agreed that the gloves would always need to be turned up higher than the other gear.
Kirby


My Jacket also uses Coax connectors however it is wired with Gerbings triple port power distribution panel sewn into the inner lower left section of the jacekt. I have the Signature series jacket and the distribution panel has always been included. Gerbings hasn't always had this distribution panel available in their jacket liners. The distribution panel has three female ports. Going from left to right on the block:
Port 1: Output lead for controlling the Jacket
Port 2: Output lead for controlling the gloves
Port 3: Input lead for connecting the pants liners.

I connect the dual heat troller to the 1st and 2nd ports. The third port's output to the controller is via port 2. So what ever is plugged into that port will be powered at the same level as the gloves.

Now this is the way my Jacket came from Gerbing. That is also the way my wife's Jacket (also Signature series) came from Gerbings. I could probably ask Gerbing to change the wiring but it isn't a big problem as I simply use a 'Y' spliter connected to port 1 and plug the pant liners into the port 1 (along with the controller) versus port 3.

Anyone purchasing a Signature Series Jacket will likely have the same wiring unless Gerbing changed which output port they connect the 3rd port to. I agree. Gerbing should connect the 3rd port to the Jacket output port, not the glove output port.]]>Safety Gear - neck restraintsanthonysemonehttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11671&REPLY_ID=112572Safety Gear Sat, 17 Apr 2010 08:31:45 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11671 Hi Ray,

thanks so much for the link. Very, very helpful to me.

take care,

tony]]>Safety Gear - Corcoran 10" Jump BootTecpatl4http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=10970&REPLY_ID=112564Safety Gear Fri, 16 Apr 2010 16:25:27 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=10970 Too many flashbacks for me. Besides, I thought the boot style from the 90's was a lot more comforable. I've been thinking of trying the new desert boots.

But I have some nice Tourmaster boots now, they work just fine.]]>Safety Gear - "Superskin" helmetshaithabuhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11653&REPLY_ID=112560Safety Gear Fri, 16 Apr 2010 12:41:44 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11653 In the case of rotational acceleration the problem seems to be that current helmet design appears to absorb the tangential force of a moving road surface resulting in a violent twist upon first impact. Based on news reports I have read it's apparently not enough to cause a greater rate of neck injury (as opposed to no helmet) but that millisecond of acceleration can damage the brain through DAI even when there is no external sign of trauma.

All the more reason for a rider to go in for observation after a get off.

In the case of the Superskin, the idea is to deflect that energy. Sounds like a good idea to me in theory anyway. It's not enough to make me want to buy it right now, though I did look for it (unsuccessfully) at the Calgary Motorcycle Show.]]>Safety Gear - Skydiving and Motorcycling Gear and BehaviorBlacksheephttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11608&REPLY_ID=112496Safety Gear Tue, 13 Apr 2010 12:08:18 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11608 During my skydiving era of not too distant past, I found that the helmet helped most during the plane's exit; I was always hitting my head on the door.

What I found worthwhile that I try to carry over into my motorcycling is the very intensive training I went through before I ever jumped alone, and the annual "get in the harness and practice what you will do when there is a malfunction".

I never had an AAD. While very worthwhile - they are not fullproof.]]>Safety Gear - Discounts on First Gear Jacketsbachman1961http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11075&REPLY_ID=112363Safety Gear Fri, 09 Apr 2010 01:24:52 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11075
quote:
Originally posted by scottrnelson

So this morning I removed the liner from the Kilimanjaro jacket and rode to work with the jacket and riding pants with temperatures in the low 40's. The jacket is quite a bit cooler than with the liner in place. It could have been an issue if I had to ride ten or twenty miles. I left the liner out so that I'll be the right temperature when I go for a short ride at lunch.

Maybe the right move is to leave the liner in until I finally feel too hot once with it in place. Sort of what I do to decide when to switch from wearing long sleeve shirts to short sleeve shirts.


If you don't have a layer option 'hanging around' to use in place of the liner, I found a long sleeved bicyclist type jersey somewhere between breathable and moisture wicking that is perfect for the in-between times when the liner is too much and no liner is too little. This, with a Tourmaster Transition Mesh.
No bulk but still some insulation from the cool air.

~brian]]>Safety Gear - ACEM Promotes Geargymnasthttp://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11611Safety Gear Wed, 31 Mar 2010 00:11:34 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11611 http://www.acem.eu/cms/det_pressrel...php?det=1355

Click here to download your copy

http://www.acem.eu/PPE/html/EN_eSUM_ppe.pdf
]]>Safety Gear - Full Gear/Fool's Gearaidanspahttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11589&REPLY_ID=112170Safety Gear Tue, 30 Mar 2010 23:03:13 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11589 Does this look familiar?



Appears to be the original poster. Found it on the New Zealand Govt website http://www.teara.govt.nz/en/motorcycles/4/3.

quote:
Full gear versus fools gear

This Ministry of Transport poster from 1983 shows the correct protective clothing to be worn on motorcycles as opposed to what should not be worn. Helmets and clothing help protect motorcyclists should they come off their bikes.

Poster reproduced with permission of the Ministry of Transport


Notice this (original?) version from 1983 has the NZ Ministry of Transport logo in the bottom right corner. The MSF versions are all over the Internet...here it is on the National Association of State Motorcycle Safety Administrators (SMSA) site, again credited to MSF.

Appears that somebody at MSF "borrowed" this 1983 concept from the NZ Ministry of Transport, changed the rider's gear color, the font/descriptive verbiage a bit, then forgot to give credit. Of course, it's possible that MSF paid for the rights to the poster or that the Government of NZ is the errant party.

]]>Safety Gear - New motorcycle safety productrkfirehttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11576&REPLY_ID=112000Safety Gear Thu, 25 Mar 2010 09:34:22 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11576 I think that section of the DOT standard apply only to the helmet shell and any rigid attachments such as the visor snaps.

S5.5 Projections. A helmet shall not have any rigid projections inside its shell. Rigid projections outside any helmet's shell shall be limited to those required for operation of essential accessories, and shall not protrude more than 0.20 inch (5 mm).

The word "rigid" may be key, and curious too that the wording says the projections be limited for the operation of accessories. I'd take that to mean the accessories don't need to conform to the .2 inch.

For example, I haven't seen many half or 3/4 helmets that don't come standard with a sun visor attachment that clearly sticks out more than .2 of an inch.

The standard says NO rigid protrusions INSIDE the helmet, but most full faced helmets come with an assortment of breath guards, that clearly protrude. Some helmets come factory equipped with bluetooth built in. The have tiny speakers and microphones.

Besides the novelty mohawks and spikes, add on lights, reflectors, and chatterbox type devices have been around for quite some time.

Here's a DOT helmet with a factory accessory attachment:

]]>Safety Gear - Recieved a Lecture today.gymnasthttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11564&REPLY_ID=111712Safety Gear Tue, 16 Mar 2010 22:18:55 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11564 Judging by his comments, when it came to crashing, he always used his head.]]>Safety Gear - Vietnam Recieves New FIM Road Safety Awardgymnasthttp://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11562Safety Gear Mon, 15 Mar 2010 18:43:55 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11562
http://www.roadracingworld.com/news...rticle=39732

Also see,

http://helmetvaccine.org/

]]>Safety Gear - Helmet sale at Bike BanditAxiom2000http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11542Safety Gear Fri, 12 Mar 2010 13:30:26 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11542 http://www.bikebandit.com/sem/t4/he...c_id=2181469

I have dealt with these folks before and they have always been a good vendor to work with. Looks like some really good prices on various quality helmets.]]>Safety Gear - Visor fogging and breathing.Peter Darbyhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11259&REPLY_ID=111602Safety Gear Thu, 11 Mar 2010 14:57:00 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11259 I am like john. My shield only fogs if I am not moving and it is closed. Even then if I don't really breath hard it may not fog.]]>Safety Gear - Need a Good Summer JacketCash Anthonyhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11454&REPLY_ID=111547Safety Gear Wed, 10 Mar 2010 00:33:42 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11454 Once again, you can get a great deal if you wait long enough. [:D] That's an amazing price on that jacket, and I really hope a lot of riders here who have been hesitating about getting quality gear will go for it, or will find similar bargains this early in the season from left-over 2009 inventory.

I've gotten some excellent deals from www.BikeBandit.com, by waiting for a sale on the items I wanted.

Manufacturers are always trying to come out with the next great thing that will justify a price increase, but if you don't have a reliable and comfortable, strong basic jacket, this could be a good deal, and chances are, you won't miss the extra pocket or two. IMO, if you can snag one of these at this price, you won't care about the next new gizmo in jacket design and will congratulate yourself on a bargain.

I'm also pleased that Jim has recommended both the Kilimanjaro and the Torrent. I hoped he would enjoy the lighter jacket, and indeed, he's been able to ride in it a lot this Spring, using the water-proof liner with it on colder days. He bought us a pair of the former, and I bought us a pair of the latter, but only last year.

We've had the heavier jackets for probably well over a decade, and they have stood us in good stead in all kinds of weather and temperatures. Unlike the Torrent, the Kilimanjaro has a thick fleece liner that will often suffice as a jacket by itself when you're off the bike. Under the principal jacket, you'll be warm as well as lightly armored, with all the vents closed and the Velcro fasteners wrapped tight.

I opted to get the Torrents last year because we were suffering under extreme heat in Texas, with many days over 100 degrees F. The idea of putting our heavy Kilimanjaro jackets on was just too much, even given their great ventilation. I had been looking at mesh jackets for a couple of years, but I didn't want one that stopped at the waist. We would never ride without good jackets, and the First Gear product line came through when I discovered the Torrent, which has a peplum that covers the lower back. That may not appeal to everyone, but it was a major feature for me.

When the temps came down a bit so that we could get back on the bikes without sweltering, I noticed immediately how much cooler the Torrent was -- I felt the breeze through the mesh on the sleeves and generally on the body, and it was a great relief to me.

Of course, women are a little more temperature-sensitive than guys at times. [:I][;^)]

There are lots of excellent summer-weight jackets out there, but for what we like - lots of coverage with strong shred protection, including a bit below the waist, with many pockets, solid armor, light weight, and comfort --I think I made a good choice with the Torrent. We'll get to test them more soon, I hope.


Cash
]]>Safety Gear - Heck of a deal if you wear a smallAxiom2000http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11524Safety Gear Mon, 08 Mar 2010 06:14:48 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11524
http://www.rockymountainatvmc.com/s...cycle+Jacket
]]>Safety Gear - If your helmet had skin would it itchRickRussellTXhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11519&REPLY_ID=111497Safety Gear Mon, 08 Mar 2010 00:10:09 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11519 I looked at the Lazer skin helmets awhile back, but they do not offer the technology in North America, or with DOT approval.

I suppose you could import one and wear it in locales that do not require DOT helmets.
]]>Safety Gear - Roadside Assistance plans?Night Trainhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11451&REPLY_ID=111411Safety Gear Thu, 04 Mar 2010 06:30:29 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11451 Here's a novel suggestion. Why not figure out what type of service you are looking for and then narrow down the Companies that provide that service, contact them and get a quote. Then you'd have enough information to make an "informed" decision or pass along to us for an opinion. If you are going to base you decision on preconceived notions of politics or Nationality misconceptions, or personal bias, your choices may become somewhat restricted. Make sense to you eh?]]>Safety Gear - Philips Motovision headlightrkfirehttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11503&REPLY_ID=111398Safety Gear Wed, 03 Mar 2010 17:06:21 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11503 I didn't know, or seen a motorcycle specific silverstar. Who knew? lol

My 1974 BMW had the factory installed H4 in it for 34 years!

I do like the idea of the orange headlight though.]]>Safety Gear - HJC... Want opinions please.DDfromMNhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11453&REPLY_ID=111130Safety Gear Fri, 19 Feb 2010 07:21:59 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11453

[/quote]

If it fits your head shape (medium oval), I recommend you try on a Scorpion EXO 700. I used to wear Shoei, Simpson, and Nolan, but the Scorpion is the best ventilated, fog free, comfortable and well made helmet I've ever had.
[/quote]

I have tried on Scorpions in the past and have been impressed with them. I'll definetly have to take another look.
Thanks
DD]]>Safety Gear - Sweet adjustable windshieldAxiom2000http://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11452&REPLY_ID=110976Safety Gear Sun, 14 Feb 2010 04:03:42 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11452 I would imagine it won't be too long before adjustable windscreens are a common place option for motorcycles, especially for bigger sports touring and touring machines.

Mine came equipped with one and at the time of purchase I did not give it much considerations as something important. After having it now I would never own another without one. The ability to move it to suit weather conditions or the type of riding your doing at the time is a benefit I would not want to give up.

I believe motorcycles windscreens have come a long way from the day when they were just an aerodynamically ill shaped slab of acrylic bolted on to protect the rider. I remember some of them causing terrible amounts of noise and buffeting to the point where you would be better off without it altogether. I installed a ZTechnik VStream shield and between its design and the ability to move it on the fly with a touch of a button it is easy to find the sweet spot for the conditions or speed. I am always amazed at how much difference moving it just a couple of inches can make on comfort and noise levels for a given speed.]]>Safety Gear - Did Your Helmet Pass?RickRussellTXhttp://www.msgroup.org/forums/mtt/topic.asp?whichpage=-1&TOPIC_ID=11422&REPLY_ID=110971Safety Gear Sat, 13 Feb 2010 12:07:27 -0500http://www.msgroup.org/forums/mtt/topic.asp?TOPIC_ID=11422 The testing is paid by the company but performed by a Federally-certified lab. SRI stands for Southwest Research Institute. Not sure what UST stands for (a quick Google only found references to underground storage tanks).
]]>