Uncategorized – British Superbike School

Submission to the UK PACTS Motorcycle Safety Group (revised 28th October 2026)

November 12, 2026November 12, 2026 by Bike Coach, posted in Uncategorized

Summary of Main Proposals

The following key proposals have been revised in response to an overall 14% increase in rider fatalities recorded in 2025, and an evaluation of DVSA ERS Completion data. An initial evaluation of STATS19, using data tools provided by Dr Owen Willams from the University of Wales, showed a 21% increase in KSIs for 16-19 years over 5 years, a 55% increase in 35-44 year fatalities in 2025, (35% over 5 years), and an 87% increase in + 65 year fatalities in 2025 (50% over 5 years). Riders, mile for mile, are > 50 x more likely to be killed than car occupants, and are the highest ‘at risk’ group.

CBT Retesting: Mandate repeating the Compulsory Basic Training (CBT) when upgrading from an AM (moped) to an A1 powered two-wheeler (PTW).
Braking Equipment: Replace mandatory Combined Braking Systems (CBS) on A1 class machines with mandatory front-wheel Antilock Braking Systems (ABS).
Stability Control Systems: Mandate Motorcycle Stability Control (MSC) for all Class A machines or those exceeding 100 bhp (75 kW).
Rider Curriculum Reform: Overhaul training and testing regimes to directly address identified deficits, particularly regarding novice/young rider competence.
Trainer Qualifications: Require pre-test trainers to pass formal pre-qualification assessments before delivering instruction to learners.
Braking Guidance: Review and update official DVSA guidance on emergency PTW braking techniques in accordance with empirical research findings.
High-Speed Testing: Incorporate emergency braking manoeuvres from higher speeds (>50 mph) into standard practical licensing tests.
Telematics & Applications: Commission a specialized mobile application or data-logging technology to evaluate braking performance during on-road testing.
Advanced Training Alignment: Restructure post-licence “advanced rider” training to mirror “advanced driver” frameworks, prioritizing emergency machine control, lower-order skills, and defensive riding (aligning with Agilisys research recommendations).
National Highways ‘BikerTek’ and Road Safety Scotland’s ‘Live Fast, Die Old’: Websites to be taken down and independently reviewed for accuracy, supporting evidence, compliance with standards, and appropriateness.
Regulatory Oversight: Enforce existing statutory regulations over commercial “advanced rider” training providers to maintain consistent safe standards.
Enforcement Scope: Rigorously enforce the Road Traffic Act (RTA) in all areas accessible to the public, including track days and training in other environments.
Forensic Collision Analysis: Shift collision investigation practices toward root-cause prevention by video footage and Event Data Recorder (EDR) telemetry.

1. Safe Vehicles

Evaluating whether current vehicle safety regulations applied to motorcycles are sufficient for modern road conditions.

Braking Systems

1.1 Mandatory ABS vs. Combined Braking Systems (CBS) on A1 Class PTWs

It is strongly recommended that mandatory Combined Braking Systems (CBS) on 125cc (A1) motorcycles be replaced with Antilock Braking Systems (ABS), aligning them with the mandatory safety requirements currently imposed on A2 and A category machines.

1.2 Economic and Feasibility Considerations: Front-wheel-only ABS was proposed by the Fédération Internationale de Motocyclisme (FIM) as a cost-effective alternative to full ABS for price-sensitive markets. A December 2018 FIM report challenged manufacturer claims that ABS integration would undermine the 125cc market. Based on current replacement part pricing and standard retail markups, the marginal cost of implementing front-wheel ABS is estimated at under £100 per machine.

Source details: FIM Study on CBS vs. ABS Comparison Tests

1.3 Braking Efficacy Analysis: CBS mechanically engages front braking force when applying the rear brake pedal. While this increases rear-brake-only braking effectiveness by approximately 30% relative to independent braking systems, it delivers only around 70% of total available braking capacity. Conversely, research (Anderson et al., 2010) demonstrates that front-wheel ABS alone delivers stopping performance equal to dual-lever braking under CBS, while providing critical protection against wheel lockup and subsequent loss of control.

https://share.google/d9zvN7kdJQnXMfIKS

1.4 Safety Drawbacks of CBS: CBS creates hazardous dynamics in key riding scenarios. (After market de-Linking kits are available for riders of older machines):

1.4.1 Low-Speed Manoeuvring: Applying the rear brake can unexpectedly engage front brake force, causing the steering to centralize rapidly leading to low-speed capsizing. Pressure-delay valves designed to mitigate this issue render CBS inactive during light braking, making it functional only under heavy pedal application.

1.4.2 Cornering & Yaw Mechanics: Actuating front braking force while leaning induces yaw, causing the machine to stand up, run wide, or lose front-tyre traction. CBS prevents independent rear-brake control, directly conflicting with established DVSA braking advice when banked, which recommends only rear-brake control (just leaving the alternative of bringing the vehicle upright, when there is sufficient room, prior to front-brake actuation).

1.5. Novice and Learner Vulnerability: Learners and young riders operating A1 PTWs account for 50% of collisions while representing only 25% of the total motorcycle fleet (DfT 2025 accident data). A1 machines, currently reachable via CBT without a full license, attain speeds exceeding 60 mph. Mandating front-wheel ABS provides clear safety advantages, reduces required skill thresholds, and prevents front wheel-lock crashes.

1.6 Training & Skill Acquisition Benefits: ABS enables learners to practice emergency braking safely and understand traction boundaries across variable road surfaces without risking skid-induced crashes. Front-wheel skids often cause immediate low-side falls, whereas rear-wheel skids are far more manageable.

1.7 Integrated ABS: Fully integrated ABS represents the safest braking architecture by modulating and balancing optimal braking force across both wheels. While costlier, it prevents wheel locks, although cornering yaw effects remain a consideration when braking while banked (Cossalter).

https://amzn.eu/d/04IU8GwI

1.8 Motorcycle Stability Control (MSC): Mandatory implementation of Motorcycle Stability Control (MSC) should be considered for all Class A motorcycles exceeding 75 kW (100 bhp). MSC functions as a comprehensive motorcycle stability framework—analogous to Electronic Stability Control (ESC) in passenger cars—integrating lean-angle-sensitive ABS, traction control, and pitch management to modulate braking and throttle delivery.

1.9 Regulation of High-Performance and Track Machines: Software Integrity & Rider Aids: Modern high-output engines (now approaching 200bhp, 150kW) require rider assistance systems to operate safely. Electronic safety suites should be embedded directly into vehicle electronic control units (ECU) software to prevent safety system bypass (such as fuse removal). Selecting ‘Race’ or ‘Off Road’ modes can disable rider aids on some models, which requires suitable safeguards.

1.10 Circuit Track Days & RTA Compliance: Tens of thousands of commercial track day entries operate annually on venues accessible to the public, without vehicle MOT requirements or formal technical checks. Operating speeds frequently reach double the public speed limit, resulting in regular rider falls, some severe injuries, and occasional fatalities, which will likely be unrecorded. Under Sections 12 and 13 of the Road Traffic Act (RTA), public event authorizations should be enforced through recognized bodies such as the Auto-Cycle Union (ACU) to ensure vehicular safety compliance.

1.11 Competition Machines: In May 2005, two competitors died and a third sustained serious injuries in an incident involving race machines. The subsequent inquest attributed the incident to ‘over acceleration’. At the time, machines in this class were required to have their standard-fitted traction control systems removed, raising concerns regarding the adequacy of the duty of care owed to competitors. This decision has just been reversed, and traction control is now mandatory. Nevertheless, concerns remain regarding the absence of independently established and enforced machine safety standards.

The concentration of responsibility for operating a race series, owning the majority of its circuits, managing events and establishing regulations within a single commercial entity presents a potential conflict of interest and raises significant safety concerns for competitors. Although representation on a supervisory board provides a degree of oversight, it does not necessarily confer sufficient authority to require or enforce essential safety improvements.

International competitions held in the UK operate under the standing regulations of the Fédération Internationale de Motocyclisme (FIM). Other national racing series are overseen by the Auto-Cycle Union (ACU), with events organised and managed by its affiliated voluntary clubs.

Consideration should be given to introducing measures that make compliance with ACU and FIM machine safety requirements and other applicable standing regulations mandatory for all competitive motorsport events held in the UK. This should be achieved through appropriate application of health and safety legislation and the associated duty-of-care obligations, with the objective of establishing consistent, enforceable safety standards across the sport.

The vast majority of race machines are modified road PTWs. This incident also highlights the dangers of tampering with safety features, or allowing them to be turned off as some road machines allow. Over the counter road machines can now have a power to weight ratio close to an F1 race car, and the capability of reaching 200 mph, and 100 mph in 4 seconds.

Additional Hardware and Vehicle Design Recommendations

1.12 Ground Clearance Standards: Cruiser-style motorcycles frequently exhibit severely restricted lean clearance (as low as 25 degrees), contributing to cornering grounding collisions. It is proposed that all fully laden PTWs meet a statutory minimum lean clearance angle of 45 degrees (referenced against FIM racing requirements of 50 degrees clearance).

1.13 Thumb Throttle Architecture: Thumb-operated throttles, as utilized on ATVs and some E-bikes and E-Scooters, offer a potentially safer alternative to twist grips on lower-powered PTWs. They allow riders to keep fingers positioned over brake levers continuously, reducing reaction times and facilitating safe skill transfer from cycling.

1.14 Auto-Closing Twist Grips: Investigate self-closing throttle mechanisms (e.g., dual-piece throttle tubes) to automatically disengage throttle input upon brake lever actuation, decreasing reaction latency and eliminating accidental throttle application during emergency braking.

1.15 Tyre Service Life Limits: Establish maximum statutory age limits for motorcycle tyres. Rubber compound hardening due to age significantly reduces grip and elevates catastrophic failure risks, particularly on low-mileage recreational machines

1.16 Sprocket & Chain Guards: Mandate lower chain run guards (“shark fins”) across all production PTWs to prevent limb entrapment between the drive chain and driven rear sprocket (aligning with ACU Standing Regulation 14.14.3).

2. Safe Road Users

Training and Testing

Various machine enhancements implemented over the last decade, including mandatory ABS for A2 and A machines, the wider use of increasingly sophisticated MSC, in addition to the numbers reducing of the earlier generations of riders who had no training, should have led to a significant reduction in fatalities.

Machines are safer. An obvious concern is that training and riding advice has not kept pace with developments. PTW KSI’s in 2025 were 6002 – up 10% over the previous 4 year average.

2.1 Pre-Test Training Reform – Addressing Competence Deficits in Novice Riders: DVSA Enhanced Rider Scheme (ERS) Completion Data (2025) indicates that only 1 in 6 young riders demonstrates baseline riding competence, with performance taking nearly 20 years of riding experience to reach close to a 50% competence threshold. 16-19 years KSIs increased by 21% to 552 in 2025 (STATS19).

https://drive.google.com/file/d/1rD7JIEVREu46lth_JxNxmO4ThQK05GFk/view?userstoinvite=%22%22

Casualty statistics follow an identical trend, underscoring substantial potential for casualty reduction through reformed pre-test training. Riders also need to be taught to assume invisibility, as other road users often fail to see them. This is known as the “Unnoticed PTW” problem, or SMIDSY (Sorry Mate I Didn’t See You), the root cause of many crashes at intersections.

(https://smarter-usa.org/wp-content/uploads/2021/06/2019-Emergency-Braking-Performance-of-Motorcycle-Riders-Skill-Identification-in-a-Real-life-Perceptiion-action-Task-Designed-for-Training-Purposes.pdf)

2.2 Instructor Qualification Reform: Unlike approved driving instructors (ADIs), pre-test motorcycle instructors currently undergo “down-training” on the job rather than passing formal standardized assessments in riding capability, hazard perception, theory, and instructional technique prior to teaching. Replacing informal instructional shadowing (“sitting by Nellie”) with rigorous pre-qualification testing is essential to rider safety.

2.3 Unlicensed and Untrained Riding: DfT 2023 crash statistics revealed that 40% of young rider fatalities under the age of 19, were unlicensed/underage. Estimates suggest unlicensed riding may reach up to 30% across all age demographics based on other countries data. Targeted public awareness campaigns and research into unlicensed untrained riding enforcement are urgently required.

2.4 Mandatory CBT Progression Retesting: Riders transitioning from a restricted 50cc automatic AM moped (limited to 28 mph) to a 125cc manual A1 motorcycle (capable of speeds over 60 mph) at 17 years should be required to retake the CBT. STATS19 data confirms a sharp tenfold increase in KSIs between 16 and 17 years of age (8 – 82 riders).

Braking Techniques & Emergency Performance

2.5 Rear-Brake Priority & Reaction Time Reduction: Official DVSA guidance recommending rear-brake engagement after front-brake application should be revised. Positioning the foot over the rear brake pedal allows immediate initial actuation, reducing reaction lag by approximately one second while the rider rolls off the throttle and reaches for the front lever. Research (Anderson et al., 2010) demonstrates techniques which improve deceleration, potentially reducing impact speeds by 9 to 22 mph (or prevents a 40 mph impact from a 60 mph initial speed due to exponential braking distance curves).

https://www.researchgate.net/publication/292951859_Comparison_of_Motorcycle_Braking_System_Effectiveness

2.6 High-Speed Emergency Braking Training: Studies indicate that ~50% of riders fail to achieve Highway Code stopping distances from higher speeds, when 20% more deceleration is achievable. A recent German Institute for Two-Wheeler Safety report (August 2025) also found in addition that 50% of riders severely underestimate required stopping distances.

Grenzen der Wahrnehmung – ifz-Studie 2025

Mandatory instruction and practise in high-speed emergency braking is necessary, provided riders are thoroughly educated on front-wheel skid dynamics on non-ABS, or capsizing risks on standard ABS machines. High speed braking is also physically demanding, with riders having to support their weight on their arms. Crucially, emergency braking is not learned through experience so has to be taught. (https://www.researchgate.net/publication/378579579_Emergency_Braking_Patterns_of_Trained_and_Untrained_Riders)

2.7 Updated ‘Thinking Distance’ Values: TRL research demonstrates actual driver perception-reaction time averages at least 1.5 seconds, rather than the legacy 0.7-second baseline in current Highway Code tables. Official guidance and training must reflect realistic perception latencies and reaction times.

2.8 Increased Separation Distance: Recommended separation distances for PTWs should be increased from 2 seconds to 3 seconds (matching standards in Norway and New South Wales). Modern passenger cars achieve decelerations exceeding 1.2g, whereas motorcycles are physically capped at ~0.9g prior to pitch-over/rear-wheel lift.

2.9 Automatic Transmission Category: Establish a distinct licensing category for automatic PTWs, reflecting car licensing structures and accommodating the expansion of electric powertrains while ensuring manual clutch/gear operation is properly trained and tested. The throttle must be closed on an auto prior to braking, as there is no clutch.

2.10 Brake Lever Covering & Hazard Preparedness: Teaching riders to cover brake levers when approaching hazards (resting one or two fingers on the lever while maintaining throttle control) substantially decreases reaction times. While historically discouraged due to snatching/skid concerns, modern ABS equips A2/A machines to negate lockup risks, while deliberate practice builds muscle memory. This also aligns with standard BikeAbility cycling advice endorsed by the DfT.

Practical Licensing Test Enhancements

2.11 High-Speed Braking Assessment: Incorporate stopping evaluations at speeds >50 mph into practical testing. Compliance with Highway Code stopping distances from speed can be verified during on-road testing using smartphone telematic applications or compact datalogging units.

2.12 Cornering & Lean Angle Verification: Require candidates to demonstrate a minimum achieved lean angle of 35 degrees during practical testing, ideally verified via telematics. Hesitation to bank the machine (“Willingness to Lean” deficit) is a primary collision factor in cornering mishaps, with untrained riders typically utilizing only half of available lean capacity (Rose, 2022).

https://books.google.co.uk/books?id=muObEAAAQBAJ&printsec=copyright&redir_esc=y#v=onepage&q&f=false

2.13 Mid-Corner Rear Braking: Include mid-corner rear-brake control training and practise while banked to instill correct muscle memory and prevent panic-induced front-brake application during cornering emergencies. The assumed braking distance should be doubled on bends, to account for the reliance on the safer but less effective rear brake, and the additional reduction in traction when the motorcycle is banked.

Post-Licence Training & Remedial Interventions

2.14 Mature Rider Competence: Most riders aged over 52 passed their riding test before the introduction of mandatory training in 1990. DVSA ERS data reportedly indicates competence levels below 30% within this demographic, potentially contributing to elevated collision rates. Two groups of concern are riders aged 35–44, among whom returning riders are known to feature, often resuming motorcycling later in life after their children have grown up; and riders aged over 65, including those returning to motorcycling without having received formal training, as well as those taking up riding for the first time in retirement.

Effectively promoting official DVSA post-test training and expanding the network of DVSA post-test trainers are therefore critical. This would provide an established, recognised alternative to the Government’s current promotion of a single, unregulated commercial “advanced rider” training provider and content through National Highways’ “BikerTek” website. Publicly promoted rider training should be supported by appropriate independent evaluation and due diligence, transparent evidence of effectiveness, and alignment with recognised DVSA standards.

2.15 Remedial Retraining Alternatives: Mirror the National Driver Offender Retraining Scheme (NDORS) with a National Rider Scheme (NRORS). Employ Enhanced Rider Scheme (ERS) assessments and structured retraining as statutory diversionary options for riding offenses. PTW speeding is a factor in only 5% of collisions (STATS19: 2016 prior to RSF changes); shifting focus toward broad riding competence potentially provides greater safety returns than standard “Speed Awareness” courses.

2.16 Standardized Post-Test Workshops: Introduce standardized theoretical and practical workshops (such as the “SharpRider ™” framework founded by Derbyshire CC and Dragon Riders Cymru) delivered nationwide by local RSPs and DVSA post-test trainers using community facilities or ‘Teams’.

2.17 Data-Driven Training Evaluation: Utilize DVSA Completion data rider fault analysis to target specific rider weaknesses and improve rider competence, particularly for new young riders.

2.18 Focus on High-Speed Braking & ABS Practice: Riders consistently identify braking mastery as their primary self-assessed training requirement (ERS Completion Data). Post-licence courses must incorporate telematic-monitored high-speed braking practice, leveraging mandatory ABS to practice emergency stops safely, where currently fitted.

2.19 Official Cornering Guidance (‘Slow In, Fast Out’ proposed): Circa 50% of motorcycle fatalities are thought to occur on rural bends. Official advice should explicitly reinstate recommended cornering lines, missing from Roadcraft for 50 years, and specifically the “Slow In, Fast Out” (SIFO) principle: adopting an exterior lane position on entry for maximum sightlines, entering at a speed allowing a complete stop within visible clear distance and the ability to tighten the line toward the apex to increase run-wide safety margins from oncoming vehicles or road side hazards. Once the exit is clear, applying smooth throttle to stabilize the machine exiting the turn. The risk of ‘over-acceleration’ on exit is removed by the MSC fitted to most newer higher powered machines.

Advanced Training Reform & Commercial Regulation

2.20 Re-evaluating Police-Derived Civilian “Advanced” Training: Civilian advanced motorcycle training evolved from 1930s police driving techniques. Following findings from the Agilisys study commissioned by National Highways, advanced training must be re-evaluated. Police riders undergo extensive, continuous operational training for emergency response and pursuit using marked vehicles with sirens/lights, emphasizing rapid progress. Applying high-speed police methodologies to civilian riders who do not operate under emergency exemptions is counterproductive.

An alternative riding model is ‘The Pace’ by Nick Ienatsch from the 1990’s, focussing on machine control, smooth, skillful, unhurried, planned riding.

https://www.motorcyclistonline.com/pace/

2.21 Voluntary Advanced Sector Alignment: Voluntary sector organizations (IAM and RoSPA) utilize police examiners. Alternatively, standardizing “advanced” examination standards through the use of licensed DVSA Post-Test trainers, rather than active/retired police officers, will ensure consistency with statutory DVSA safe riding principles.

2.22 Regulation of Commercial Advanced Training Providers: The unregulated commercial advanced training sector currently lacks statutory entry barriers, leading some providers to market aggressive “performance riding” techniques that conflict with both rider safety, and official safety standards. This is the published riding manual of the company who feature in the National Highways “Bikertek” videos.

https://drive.google.com/file/d/1fkEKFMKbG_V0tb_d7sNJjjF2xf-1sVv2/view?userstoinvite=%22%22

The manual, which shows excessive lean angles and close riding, also encourages riding ‘Snake Pass’: one of the Dft ‘highest risk’ roads in England, after 169 collisions in the 5 years up to 2023, 5 fatalities and 73 serious injuries.

https://www.bbc.co.uk/news/articles/cy95njwn1j0o

https://www.derbyshire.gov.uk/transport-roads/road-safety/motorcycles/motorcycle-collisions/motorcycle-collisions.aspx

2.23 Critique of High-Risk Commercial Training Practices: Promoted behaviours on National Highways’ ‘BikerTek’ website, are evidence of the hazardous techniques that can be delivered to general road users, for example:

2.23.1 Trail Braking into Bends: Routinely applying front braking into corner entry and junction turns. Front-brake actuation while banked increases yaw, forcing greater lean angles for a given turn radius, increasing slip risk (Cossalter), contradicting DVSA/Roadcraft rules to complete braking prior to turn-in.

2.23.2 Peripheral Vision Reliance: Relying on peripheral vision to track hazards rather than active, systematic head and eye scanning required by DVSA standards. Police Motorcycle Roadcraft also states that “riders who rapidly scan the whole environment……have a much lower risk of incident”.

2.23.3 Corner Cutting (‘S’ Bends) – Extending Out. Crossing centerlines into oncoming lanes on ‘S’ curves and elsewhere to maintain higher cornering speeds, significantly elevating head-on collision risks.

2.23.4 Omission of Safety Gear & Intercoms: Instructional delivery lacking high-visibility apparel and radio communications between instructor and student, which are both mandatory for DVSA trainers for safety reasons.

2.24 Agilisys Report Evidence: The Agilisys research for National Highways synthesis concluded that post-licence “advanced rider” motorcycle interventions across Great Britain show no empirical evidence of improving safety outcomes.

Click to access improving-motorcycle-safety-a-review-of-interventions-and-guidance.pdf

‘In short, while there are numerous post-licence motorcycle interventions being offered in Great Britain, little has been evaluated and the evidence for what works and what does not is almost non-existent.‘

Regarding the 2022 evaluation of National Highways BikerTek “advanced riding” intervention within the report – “Over half of respondents reported that the campaign had changed their behaviour.” Given that the promoted behaviours contradict official road safety guidance, as evidenced in paragraph 2.23, this finding raises significant concerns about the campaign’s potential safety implications. These concerns are particularly pertinent given that 74% of respondents were aged over 55, alongside the 2025 reported 87% increase in fatalities among motorcyclists aged 65 and over. The findings therefore raise questions about the appropriateness of the promoted behaviours and the need to ensure that interventions reinforce, rather than undermine, established road safety standards. It is important to recognise that riders over 55 will likely have not had any prior training against which to compare alternative advice.

A further study on IAM “advanced” trained riders found higher speeds, different crashes, an unhelpful blaming attitude change, and more dropped machines.

Evaluation of Advanced Motorcycling | Agilysis

2.24.1 Absence of Independent Evaluation of Commercial “Advanced” Training Providers: No commercial “advanced” trainers were included in the survey, including the provider responsible for the “BikerTek” content, failing to assess the effectiveness and safety of the advice and training delivered. Such an evaluation should have been undertaken as part of due diligence before publication. However, this may be one of two further reports concerning other advanced training providers that Agilisys has stated are being withheld.

If the training has not been independently evaluated, it should be withdrawn pending a robust assessment of its content, safety and effectiveness. Furthermore, withholding evaluation findings on training schemes where the results may be unfavourable is contrary to the public interest, particularly where those findings could have significant implications for rider safety.

2.24.2 Absence of Independent Evaluation of Official Published Riding Advice: Road Safety Scotland’s ‘Live Fast, Die Old’, presents a group of 5 riders blatantly ignoring separation distance safety requirements. The DVSA advice is to maintain a minimum 2 second gap, which varies between 12 and 25 bike lengths, from 30 to 60 mph. The alternative is a staggered formation 1 second apart, but this is not suitable, as advised, on narrow or twisty roads. Even then they are too close (6-13 bike lengths). Multi-machine crashes in groups are commonplace. Every second closer potentially increases impact speeds by 15 mph.

No hi viz clothing on any of the 5 riders shown.

The safety issues with group riding are well known and include ‘Herd Mentality’, the ‘Catch-Up’ Trap, ‘Performative Riding’, ‘Target Fixation’ (on the machine in front), ‘Intra-Group Chaos’. Advice is available on planning and managing group rides, roles and responsibilities, much of which is missing.

https://www.safedrivingforlife.info/advice/motorcycle-riding/you-and-your-motorcycling-experience/riding-a-motorcycle-in-groups/

The advice could also be changed to ride at a minimum 3 seconds separation distance, (as braking distance can double on bends), particularly for groups on narrow roads.

In addition, the advice on emergency braking needs reviewing. It’s suggested at 10/90 rear/front in the dry in an emergency (Cossalter), not 30/70 as stated, which is for wet roads. There is also advice to release the front brake and apply more rear brake as you come to a stop, due to a higher skid risk. This appears to be a misunderstanding, as the rate of deceleration and therefore the skid risk at all speeds is the same, but may explain why this advice also appears in Police Motorcycle Roadcraft.

Expert Advice

ABS has been compulsory on A1 and A category machines since 2016, which prevents skidding. The advice might be based on skid marks found in the past just before impacts, which would have likely been caused by the rider increasing the pressure on the front brake in response to an imminent impact. Later machines will likely capsize instead of skidding, due to ‘mass centralisation’ introduced in the 1990s, but the latest machines with pitch control will neither skid nor capsize.

The advice to change down through the gears while emergency braking is an unnecessary distraction, and could cause the rear wheel to lock and skid.

The outcome, if followed, will likely be longer braking distances, and potentially higher impact speeds. Closing the throttle is also missed.

Overall, this is a serious concern, as 94% of riders stated that watching the videos had resulted in a change of behaviour.

In contrast ‘Know the Dangers’ from the Shiny Side Up Partnership, shows schematics of actual collisions at junctions, and the causes, which is informative and factual.

It is vital that official advice in any form is supported by evidence, and is compliant with other official published advice to avoid increasing riders’ risks.

2.25 Statutory Enforcement of Commercial Trainers: Existing statutory frameworks for licensing post-test trainers (RPMT) should be enforced strictly across all commercial “advanced” riding schools, eliminating unregulated instruction and establishing compliance with uniform national standards centered on basic vehicle control, hazard avoidance, and defensive riding. (NB Police ‘Class 1’, or the current ‘Police Advanced’, are riding qualifications, not training qualifications. They do not, in themselves, qualify the holder to attend the DVSA’s Post-Test Trainer course without further training).

Track and Off-Road Training Environment Regulation

2.26 Enforcement of the 1988 RTA Changes: Following the 1988 amendments, the Road Traffic Act applies to all venues accessible to the public, rendering race circuits statutory toll roads. Commercial track days facilities operating without ACU-licensed coaches or statutory technical oversight present unquantified safety risks. Enforcing RTA compliant event authorization, mandatory circuit safety inspections, capping track capacity, effective training, and mandating onboard safety systems where OEM fitted (ABS/TC) will reduce the hidden casualty rates on publicly accessible venues, and clearly differentiate racing practises unsuitable for the public highway.

2.27 Exploiting Alternative Training Environments: Training in alternative environments is already recognised within the DVSA’s Enhanced Rider Scheme (ERS) when delivered by licensed trainers. These environments provide valuable opportunities for riders to develop and refine machine control, enhance riding skills and practise essential techniques away from the hazards associated with public roads. Key skills, including high-speed braking, cornering and throttle control, can be taught and developed in a controlled environment that offers a comparatively safe setting and is attractive to many riders. This approach can build rider confidence, enhance competence and promote safer on-road riding practices. However, these benefits depend on maintaining established riding standards and ensuring that trainer licensing, oversight and compliance are effectively enforced.

3.0 Collision Investigation & Root-Cause Analysis

3.1 Reform of Collision Investigation Methodology: Current collision investigations focus primarily on criminal liability rather than preventative root-cause analysis. Incorporating forensic telemetry from vehicle Event Data Recorders (EDRs), multi-angle video data, and detailed mechanical inspections will help identify true underlying collision factors (e.g., initial reaction delays, improper braking distribution, or machine failure).

4.1 Coronial Proceedings & Expert Evidence: Inquests into fatal track and road collisions should prioritize non-adversarial forensic engineering analysis, ensuring safety recommendations regarding vehicle technology and condition are formally recorded.

4.3 Addressing Hidden Primary Crash Causes: Forensic collision data (Wilson, NZ) reveals that emergency braking failure – manifested as front-wheel lockup skidding or total hesitation/under-braking due to fear of skidding or capsizing – represents the single largest contributor to motorcycle fatalities. Categorizing collisions under broad “Loss of Control” labels conceals these root mechanisms.

https://britishsuperbikeschool.com/2024/01/27/motorcycle-braking-conversation-with-bruce-wilson-of-forensic-crash-consultacy-ltd/

4.4 Collision Location Classification: Standard STATS19 reporting categorizes crashes as “not within 20 metres of a junction,” obscuring the high concentration of rural bend collisions. STATS19 forms should explicitly include an “On a Bend” parameter.

4.5 Independent Forensic Crash Investigation Unit: Given that annual UK motorcycle fatalities total under 400 cases, establishing a specialized independent forensic investigation team to analyze every fatal PTW incident will yield actionable safety data to drive policy, training, and vehicle safety standards.

4.6 AI & Predictive Analytics on STATS19 Data: Deploy existing AI data-analytics frameworks across historical STATS19 datasets to identify changes and emerging casualty trends in real time. This to focus attention and resources expeditiously for the highest potential benefit, and investigate root causes. Both what is working and what is not.

The University of Wales under Dr Owen Williams is developing an AI data analysis tool. This now includes contributory and other factors in the analysis.

4. Conclusions

4.1 Evidence-Based Interventions: Substantial empirical research and collision data identify clear root causes of motorcycle casualties. Preventing serious injuries and deaths requires updating rider training frameworks and mandating comprehensive modern machine safety features, specifically ABS and MSC.

4.2 Core Skill Focus: Emergency braking and cornering competence represent the primary skill deficits (ERS data), and are probable prime root causes of rider casualties. Official advice, pre-test training, and practical licensing examinations must be updated to teach and test these skills effectively using modern telematics.

4.3 The ‘Unnoticed PTW’ problem: The apparent invisibility of PTW riders manifests itself as collisions at intersections which are > 30% of collisions. PTW riders must be made aware of this, and be taught to ride as if they have not been seen.

4.4 Post-Licence Training: A Strategic Overhaul: Police-derived methodologies used in civilian advanced commercial rider training should be reconsidered and either replaced or restructured to align with established advanced driving models, (as proposed by Agilisys). This prioritises fundamental vehicle control, emergency braking and hazard perception, rather than high-speed progress. The National Highways ‘BikerTek’ and Road Safety Scotland’s ‘Live Fast, Die Old’ websites should be withdrawn immediately and replaced with revised content that fully complies with published safety standards, and does not contradict established safety guidance.

4.5 Commercial Trainer Licensing: Mandatory statutory licensing must be enforced for all commercial post-licence motorcycle trainers and organizations via the DVSA RPMT scheme, eliminating unregulated instruction and enforcing high consistent safety standards.

4.6 National Competence Target: The overarching policy goal is to elevate overall DVSA-evaluated rider competence from the current sub-50% level to at least 80% across all licensed riders, targeting high-risk young and novice riders alongside experienced licence holders.

4.7 Employ AI-driven analytical technology to analyse collision and related data: Real-time, comprehensive analysis of enhanced collision data and associated variables will enable the early identification of collision hotspots, emerging patterns and trends. This will support timely root cause analysis and facilitate targeted, evidence-based remedial action to reduce collision risk, improve road safety and prevent recurrence.

Submitted by:

Mike Abbott MBA, RoADAR (Dip), DVSA RPMT 800699, ACU Coach #62210

The British Superbike School ™

Applewood, Old Hall Lane, East Markham, Newark, Notts NG22 0RF

Tel: 01777 818013 | Mobile: 07939 041606

Web: https://britishsuperbikeschool.com

18th October 2026

(Revised on 28th October to include Safer Roads Scotland Ride Fast, Live Long campaign Para)

Starting Motorcycle Road Racing

August 18, 2026August 18, 2026 by Bike Coach, posted in Uncategorized

You need to get an ACU novice licence to get started.

You will need a bike and all the gear. We would suggest starting on a Supertwin as they are cheap and easy to ride.

See link below:-

https://www.acu.org.uk/acu-events/competitor-training-course.aspx

You will need to be accompanied by a parent or guardian if you are under 18. You can start at 14 years old.

You can then start racing at club level and progress from there.

It is very expensive the further you progress, although you can start racing for a season for around £10,000 or less with a cheap bike like a Supertwin. This increases a lot as you progress, with a season in Nationals probably costing over £50,000 for a competitive bike.

If you are very successful you might be able to attract sponsorship to help with costs.

The chances of international success are very very slim, but racing is an incredible feeling, particularly when you win.

It will be painful at times as you will fall and be injured, hopefully not seriously, and there is a small risk of death.

Good luck and take care.

Advanced Motorcycle Training offer – 2 for 1

Featured by Bike Coach, posted in advanced motorcycle training, Uncategorized

We are offering 2 for 1 training days which reduce the costs per rider to below £200/day.

Training two riders together can work extremely effectively and is DVSA approved.

Riders are encouraged under guidance to assess each other’s riding, prompting interesting thoughtful discussions.

These help to change riding patterns by the joint identification of risks and the evaluation of alternative reactions.

This can also mean the process of rider improvement can continue well after the course had finished, with continued interactions and discussions between the two riders.

Motorcycle ABS and CBS systems.

April 27, 2026July 9, 2026 by Bike Coach, posted in Uncategorized

Continuing with the theme that many motorcycle riders can’t stop, here’s some more research.

There are significant differences between machines dependent on the braking system fitted.

1. No rider braking aids

2. CBS. Combined Braking System – rear brake applies front brake – usually 50%. (Can also mean that the front brake operates the rear brake as well maintained for stability)

3. Independent ABS

4. Integrated ABS

5. CBS + either ABS system.

ABS was compulsory from 2016, with CBS an alternative for A1 125 cc machines.

(Early ABS systems don’t have tilt control etc so riders can still ‘capsize’ and skid when braking in corners).

The greatest effect of most CBS systems is the effectiveness of applying the rear brake goes from 51% to 70% of braking.

Independent ABS on its own makes no difference, but integrated ABS allows the rear brake alone to provide the highest rate of braking at 121% (of the braking provided by locked tyres). Adding CBS to integrated ABS makes it worse – back to 75%?

Do you know which system is fitted to your motorcycle?

Are you aware of the differences?

In emergencies, if you have your foot covering the rear brake and apply it immediately (which is against DVSA advice), you should stop in a shorter distance as your reaction time is far shorter.

If your bike has an integrated ABS system, this is even more effective as it doubles your rate of deacceleration while you shut the throttle and reach for the front brake lever.

The difference from 60 mph can be a reduction in impact speed of 15 mph or more, or best case stopping in time or a 40 mph impact.

I’m trying to get the DVSA advice changed, which simply looks historical.

This is 15 year old research, so newer systems may perform differently.

Citation: Anderson, B., Baxter, A., and Robar, N., “Comparison of Motorcycle Braking System Effectiveness,” SAE Technical Paper 2010-01-0072

Advanced Motorcycle Riding – Engine Braking.

April 24, 2026 by Bike Coach, posted in Uncategorized

PTW’s are limited to around 0.9 g as they tip up, so riders usually already have far more stopping power than they can use.

According to DVSA advice, engine braking should be used primarily on descents to regulate speed, not for braking as such. Engage a low gear before the descent.

The problem is the risk of skidding when changing down if you’re clumsy or don’t blip the throttle, although slipper clutches solve this.

So the official advice is instead to use block changing as you come to a halt, waiting to click down through the gears.

However, the problem is you’ll not be able to accelerate out of trouble easily in higher gears if you need to. Best to change down sequentially – but it’s not generally taught.

In normal braking many riders use engine braking – but it varies by machine. To have the greatest effect riders need to change down sequentially as they slow.

You need to let the clutch back out slowly to avoid jerking or skidding, or better still blip the throttle. It takes practise to perfect, is very satisfying, (particularly if your bike pops and bangs on the overrun) but riders need to appreciate the risks of locking the rear wheel and over-reving the engine.

This used to be standard racing practice, which uses all the rev range.

If you have a slipper clutch fitted, then the wheel won’t lock, and you can just stamp down through the gears. Some bikes also have auto blippers, but that’s cheating.

Sequential down shifting ensures that you’re always in the optimum gear, and saves wear on the brakes, but needs care and practise.

It’s not sensible to rely on in an emergency, as it loses effect as the machine slows, and also lifts the rear of the bike up, raising the centre of mass potentially reducing how hard you can brake.

In an emergency, using the rear brake, not engine braking, compresses the suspension, lowering the centre of mass, which means the bike is less likely to tip up.

New advanced motorcycle training aims to become the voice you hear when they’re no longer there

April 15, 2026June 16, 2026 by Bike Coach, posted in Uncategorized

Press Release

Training a rider for BIKE Magazine in 2016

The MCIA ‘Elite’ training provider and ACU-accredited British Superbike School (BSS), is launching a new national on-road coaching scheme delivered exclusively by professional DVSA licenced Post-Test Trainers.

The new training has been launched in direct response to recent reports by Agilisys for National Highways and others, which couldn’t identify any benefits from the current provision of ‘advanced’ training programmes. Instead, they found higher speeds, different crashes, and a greater tendency for riders to blame others, and to drop the bike.

The problem is that ‘advanced’ driving has been based on Police Roadcraft originating from the 1930’s, with motorcycles added in the 1970’s, and is often blighted by the focus on ‘making good progress’ via the passing on of unwritten hazardous ‘emergency response’ and ‘pursuit’ practices. It fails to understand that Police riders are carefully selected, intensively and continually trained, and ride 100’s of miles most days at high speed on a marked bike. This doesn’t fit civilian riders, who should never be in a hurry.

We now have the DVSA who are responsible for training and testing.

According to the Dft, motorcycle safety has not improved for over a decade. The latest figures show fatalities up by 13%. This is despite ABS being compulsory since 2016 and the new ARAS (Advanced Rider Assistance Systems). Over 2 years ago the MCIA’s CEO, Tony Campbell, quoted – “the definition of insanity is doing the same things over and over again, but expecting different results.”

The BSS’s new training scheme is based on solid science from Cossalter’s ‘Motorcycle Dynamics’, DVSA and Roadcraft standards, research, data, and coaching experience acquired over 17 years. It focuses on ‘machine control’, which breeds confidence, as panic is probably the common root cause of most collisions.

Once riders know how bikes really work, how best to corner and brake, how to react in an emergency, and have practised, maintaining control suddenly becomes a whole lot easier.

The training addresses common rider shortcomings and needs, identified by international research and from data supplied by the DVSA, collected via their ‘Enhanced Rider Scheme’.

It also draws on knowledge from KurvX data logging, revealing rider shortcomings, particularly high-speed emergency braking, which has not been consistently taught and is rarely practised, is not part of the licence test and has been bypassed by most ‘advanced’ training.

‘Attitude’ has also been found to play a big part, reinforced following a workshop with MIRA test riders last year. ‘Behaviour’, is determined by ‘Attitude’, but takes time for any changes to materialise. This is already embedded in the DVSA aspects of the training.

The 17 years of coaching experience have been acquired by training Blood and Fire Bike riders, Journalists, Test Riders and specialist Police Riders. Much has been on-track, where root causes of ‘Loss of Control’ have been examined and addressed. Research and testing are continuing in partnership with Cardiff University.

In short, the new BSS training intends to instigate a fundamental refocusing of old ‘advanced’ training practices onto addressing the root causes of collisions – panic and a loss of control – away from ‘clever’ riding towards ‘common sense’.

Coaches assess your riding and hazard identification (via radio, which is mandatory for safety reasons), correct your responses, build your confidence, improve your level of control, aiming to become the voice you hear when they’re no longer there.

ENDS

Image attached.

For further information contact Mike Abbott at British Superbike School
07939 041606
mike@britishsuperbikeschool.co.uk

Ultimate Guide to Emergency Motorcycle Braking

March 12, 2026September 24, 2026 by Bike Coach, posted in Uncategorized

Basic Advice – ‘Four Fingers’.

(Please note this differs from official DVSA or Police Motorcycle Roadcraft advice – if in doubt refer to ‘Riding – The Essential Skills’ and follow that advice).

Consider not only riding at all times with your foot over the rear brake pedal, but also two fingers resting on the front brake lever whenever you can. This potentially saves 1 second or more in applying the brakes, which can make a significant improvement in outcomes during a crash. Bear in mind it’s usually ‘the unexpected’ that will get you. Rest your two inside fingers on top of the clutch lever.

As a minimum, consider covering your brakes in response to any potential hazard.

If you have to brake suddenly, immediately apply the rear brake, and roll your hand forward closing the throttle, wrapping your fingers around the lever and squeezing, don’t snatch, the front brake lever applying increasing pressure.

If the wheel locks, immediately release and reapply more gently. At the same time press down steadily on the rear brake with increasing pressure, and again release and reapply more gently if the rear wheel locks. It will then need to be gradually released as the weight transfers forwards and the grip reduces. Just initally dabbing the rear brake is an alternative, which is easier but not best.

You may not be able to fully close the throttle, if so pull in the clutch. The engine may be screaming, but it’s not important – stopping is.

The front brake is usually by far the most effective brake, but not so much with CBS (Combined Braking Systems or integrated ABS systems), which greatly improve braking just using the rear brake pedal. But on other mainly older machines, the front brake is the most effective. In any case always apply the front brake.

If the ABS comes on, keep the brakes applied and let the system bring you to a stop. Only release some pressure if the bike tips up violently and the rear wheel leaves the ground.

Braking hard from speed is similar to doing a handstand for a few seconds whilst adjusting the brake pressures, and steering, balancing, trying to keep the machine straight.

It needs practice.

Introduction

These recommendations are based on basic theory and common sense, and minimises braking distances (Cossalter).

As a rider, if you think you will instinctively brake effectively in an emergency – please think again. You may be mistaken.

Forensic crash investigators have found that circa 50% of riders skid and fall trying to brake in an emergency.

Research has also found only 50% of riders can achieve Highway Code braking distances.

However, with training and practice, many riders can stop in 80% of these distances. Braking effectively can easily be the difference between braking in time, and a serious impact.

You will likely be unaware of these figures, although the research is over a decade old. In some areas the police and others have been addressing the problem. Locally the Lincs police were running courses at Cadwell Park covering emergency braking with Hopp Rider Training. There are also other initiatives that we are aware of.

The problem has been hidden by the inadequate accident investigation system used by the police. They will likely be aware of the problem due to the evidence at the scene where a rider has fallen and slid into a vehicles at ground level, and the scrape marks on the road. There is no specific cause of ‘fell whilst braking’. It’s swept up in ‘Loss of control’ which isn’t particularly helpful. In addition, the failure to brake properly will likely be hidden as it may be unknown.

EDRs (Event Data Recorders) are now fitted to many bikes, but the data is routinely ignored. This would reveal any poor braking.

So the cause will likely end up being misreported in addition as ‘speeding’ or ‘failed to look properly’. There are correct diagnoses of speeding, where the injuries the rider sustained show that the impact was at above the speed limit. But the figures are probably misleading, not helped by a recent survey using traffic cameras that motorcyclists are more likely to be speeding than other road users.

We are often seen as reckless, and our own worse enemies, with some justification.

We’ll have to help ourselves.

Official Advice

None that I can find suggesting covering the front brake – but I might have missed it. I know it’s considered by some to make snatching the brake more likely, so it may have been deliberately ignored. I have seen no evidence to support this. With modern ABS it would make little difference, based on our recent tests with KurvX dataloggers. Initially applying the front brake with two fingers next to the pivot, should make skidding less likely without ABS.

DVSA

The current DVSA advice is to close the throttle. Then apply the front brake before the rear. This makes no sense. Applying the rear brake as you are closing the throttle, turns on the brake light probably 1 second earlier. This can be a life saver, as riders are very vulnerable to being struck from behind. You’ve also started to brake, which makes an even bigger difference with linked brakes.

POLICE MOTORCYCLE ROADCRAFT

Closing the throttle first is missed (it was missed in the 1990’s DSA riding manuals as well). Both brakes is suggested, presumably at the same time. It also advises that you release the front brake and apply the rear as you’re coming to a halt. This looks to have been mistakenly carried across from normal braking.

Emergency Straight-Line Braking

This assumes you have ignored the advice above, and are not covering the front brake.

If either wheel locks, release that brake immediately and reapply with less pressure.

If the rear wheel lifts off the ground, release some front brake pressure to stop the bike tipping forwards.

Disengage the clutch as you come to a halt

When banked in a corner, just carefully apply the rear brake.

Dry Roads – the advice is 10% rear brake and 90% front

Wet Roads – 30% rear and 70% front due to less grip.

(Vittore Cossalter – ‘Motorcycle Dynamics’)

Emergency Braking in a corner

At the same time, the rider needs to sit up and release the throttle. They should extend their fingers and grasp the front brake lever. Next, they must straighten their arms. Then, apply steadily increasing pressure to the front brake lever. This action transfers more weight forward onto the front tyre. It is crucial to do this without losing front wheel traction. This requires a high degree of skill and practice.

Be Prepared

You should consider rolling off the throttle at any time in response to hazards. Cover the front brake with your index and middle finger. This will reduce your reaction time and braking distance significantly. You can then apply both brakes at the same time.

Riders of classic bikes with cable brakes should be aware of the risk of their little finger and ring finger getting trapped between the lever and the bar. This can happen due to cable stretch. So they should use all 4 fingers. Riders need to check there is clearance on all machines so their outside fingers won’t get trapped by the lever.

This could save circa a second or more in front brake reaction time in an emergency. It makes locking the front wheel less likely, as the rider starts with two fingers near the pivot. They can then be joined after by two more fingers further away, which can offer more power if needed.

Consider lightly touching the rear brake to operate your rear brake light if there is another road users close behind in hazardous situations. Watch the front wheel of cars at junctions for the first sign of them pulling out in front of you.

Consider riding while cruising with two fingers (index and middle) resting on top of the front brake lever. This lets you apply it quickly if needed. You will also close partially at least the throttle as you stretch your fingers forward to grasp the lever (not automatics without a clutch).

However, dependent on the design, it can make it difficult to fully shut the throttle. Pulling in the clutch smartly will ensure it doesn’t affect braking. Yet, it could leave the engine racing.

This should significantly shorten braking distances as the front brake is applied immediately. However, if you haven’t practiced, the front brake might be snatched. This needs to be balanced against stopping far more quickly.

Research has shown emergency braking competence is not related to rider experience. If riders are not taught properly, many will probably never be able brake properly, putting them at high risk.

Practice using a Phone App

You can use a free phone App such as iAccel Lite to test your braking ability. It shows initial speed, distance to stop and average braking g force, which should be 0.67g minimum to meets Highway Code braking distances. The limit is 0.9g after which most bikes will start to tip up. The best riders can stop in 80% of the published distances.

PRACTICE USING A DATA LOGGER

These are graphs from a KurvX datalogger from a test day at Blyton Park. The Kurvx system can also be used for cornering feedback and training.

This has the advantage of being able to see the braking force applied by the rider through the braking cycle, and where improvements can be made. You can see from the second graph that the rider failed to apply the brake hard enough initially.

Practise, Practise, Practise

If your bike doesn’t have ABS, do not practice alone due to the risk of falling.

It is vital that you practice emergency braking repeatedly to create the required ‘muscle memory’, so your response become automatic. This should avoid an uncontrolled panic reaction, which currently means circa 50% of riders in an emergency lock the front wheel , skid and fall.

Even with ABS, many riders can simply fail to apply the brakes firmly enough, usually due to previous or current experience on bicycles.

If the ABS activates, the rider has braked too hard, or more likely initially too harshly. There is no evidence that ABS actually minimises braking distances, although it is a vital safety aid.

If the ABS does activate, releasing and reapplying the brakes will probably increase the braking distance.

We’ve tested the latest ABS technology, and it’s far better than it was. You can brake with the tyres screaming. But it’s better that your technique doesn’t activate it. You may ride a bike without ABS in the future, and will need the skills.

Riders need to be prepared to immediately release and reapply the front brake if the wheel locks. This is usually caused by snatching. Riders need to release some front brake lever pressure if the rear wheel leaves the ground. This can happen particularly as the vehicle comes to a halt. This also requires skill and practice to recognise and respond to.

Gradually build up, braking harder as your confidence grows, always ready to release the lever immediately if the front wheel locks. Once the forks have compressed, and the weight has transferred, which probably takes around a second, you can usually squeeze the lever as hard as you can without the wheel locking.

In theory it takes 200 repetitions, after which the memory and reaction becomes permanent and automatic. This is easier to achieve safely and quickly on a track.

As most of the speed is lost at the end of braking, the difference between the best and worst rider as tested, is the difference between stopping in time from 60 mph, or a 40 mph potentially fatal impact.

Most track riders and racers already have this built-in, as it only takes a day’s racing or a trackday for this to become embedded into the rider’s behaviour.

If you change your bike, consider practicing again, particularly if it is an older machine without ABS.

Why this sequence?

It’s important to brake as quickly and hard as possible to avoid collisions or minimise impact speeds.

The rear brake should be applied first (or together with the front brake if you can). This is because the rider’s foot is usually positioned directly above the rear brake pedal. The foot can also be slid forward and down in a single movement.

This operates the brake light immediately while the throttle is being closed.

Applying the rear brake also compresses the rear suspension, lowering the centre of mass. This will allow the front brake to be more effective. What limits a motorcycle stopping is it will tip up.

The rear brake usually only provides only around 40% of braking. It’s important to apply the front brake as soon as you can.

The rear brake starts the braking process right away. It also initiates the crucial weight transfer onto the front tyre. This maximizes the braking. This makes locking the front wheel less likely. It also squats the machine down, lowering the centre of mass which also helps.

On bikes with linked brakes, this also activates the front brake, giving you up to 100% of the available braking.

The front brake initially provides about 60% of braking. This can increase to 100% as the weight transfers forwards.

Applying the rear brake first means the bike is already slowing as the rider reaches for the front brake lever. This probably takes circa 1 second = 88 feet at 60 mph.

The rider should be prepared to immediately release the rear brake if the rear wheel locks. This is not vital unless the machine slews to the side. The situation differs with linked brakes and the style of machine. Notably, cruisers have a more effective rear brake. However, the basic advice is the same for all types of motorcycles.

Wet Roads

Wet roads need more care. Apply the brakes initially more gently. Once the weight is transferred onto the front tyre, it is unlikely to skid unless there is standing water. Again, 70/30 front/rear braking is suggested.

Braking Mid Corner

Firstly, the advice, if you believe you may need to brake mid-corner in response to a hazard usually caused by too high an entry speed or a tightening corner, is to simply look around the corner where you want to go, rather than where you feel you might end up.

You should counter-steer instinctively, but can also counter-steer deliberately with practice, pushing on the inside bar. The bike initially falls in the opposite direction to which the steering is turned, helped by the gyroscopic effects of the front wheel, after which the rider will instinctively turn the bars back to stop the machine falling further.

A modern machine with good tyres and ground clearance (not cruisers), can be banked at circa 45 degrees or more on reasonable road tarmac. Many crashes have been caused locally, the Lincs police informed me, on corners when the rider could have got around easily had they had the confidence. If you’re not confident leaning the bike, then get some on-track training where you can practice in relative safety.

Rear Brake

It needs to be applied very carefully, as the weight is transferred off the rear tyre onto the front, so has a negative effect on the level of rear grip.

However, the rear brake increases the ability for the bike to turn as weight is transferred onto the front tyre, which is doing the steering. The bike slows, squats and pitches slightly forward, sharpening the steering angle marginally, The rear tyre will have a tendency to slip sideways, which is an old race bike trick for quicker cornering. This is like ‘oversteer’ in a car.

Worse case the rear loses traction and the rider may fall, but it’s usually a ‘low side’, unless the rider releases the brake fully after a wide skid, when a ‘high side’ is possible. But the outcome is probably better than a front wheel skid, as the machine will likely impact first, then the rider, rather than the rider being followed and struck by the machine.

The other alternative of a direct head-on collision with an oncoming vehicle, or stationary hazard, is likely to lead to a worse outcome.

Front Brake on a Bend

Riders can ‘pick the bike up’ and brake if there is sufficient room and road width, but this tends to be a ‘last resort’. This is often a panic response. This results from the machine being steered more tightly into the corner, which has the opposite effect from counter-steering. Or from applying the front brake when banked, as this pushes the bike upwards and outwards (yaw).

Riders can apply the front brake lightly very lightly mid-corner in an emergency. It is potentially more effective than the rear, as most machines are designed with a slight front wheel weight bias. However, it affects the steering, straightening it, potentially ‘sits the bike up’ which can make the bike run wide, which can be more risky. The rider will need to push on the inside bar at the same time, counter-steering to stop the bike running wide. This increases the lean angle so uses up even more grip.

Using the front brake in corners needs very careful training and practice, so is probably best left to professional trainers on a race track, with training and advice to road riders restricted to just looking where you want to go, avoiding ‘target fixation’, counter-steering and applying the rear brake mid-corner in an emergency.

Most racers just use the front brake, but they plan ahead, knowing the bike will understeer and run wide at the limits of adhesion, which is not sensible on the road where you need a safety margin.

Trail Braking

Additional training in ‘trail braking’ into corners in an emergency could be of considerable benefit to riders, which we cover at The School. But it’s an advanced riding ‘failure to plan ahead’.

Racers consistently trail the front brake into many corners. They gradually release the front brake pressure as their lean angle increases, with the brake being finally released sometimes just as the throttle is opened on corner exit.

This leaves virtually no safety margin. It is totally unsuitable for road riders to use as a routine. But it is a useful tool to have in an emergency. This allows the rider to brake hard and turn at the same time. This is particularly useful when a rider has misjudged their entry speed to a corner. Or has to avoid a hazard.

The difference between carrying the front brake into a corner and applying the front brake mid-corner needs to be completely understood. It is crucial to distinguish between these situations. When you enter the corner with the front brake applied, the extra weight is already transferred onto the front tyre, so it already has the ability to produce significantly more overall grip.

Note this is not ‘extra’ grip, and does not increase the safety margin but lowers it. More grip is used than transferred.

Re-applying the front brake after you have started to turn, leaves the rider with initially only circa 50% of the weight on the front tyre, which is also doing the steering, making a skid and fall far more likely without great care and very careful application of the front brake.

Again, if in any doubt, it is recommended road riders should just use the rear brake when banked.

Always take care, and keep within your capabilities and confidence limits.

For more background information see:-

https://britishsuperbikeschool.com/2023/12/28/1-motorcycle-straightline-emergency-braking-response-to-mcia-ceo-tony-campbells-call-for-a-major-rethink-on-motorcycle-safety/

Feedback and opinions are welcomed.

Mike Abbott MBA, RoADAR (Dip), DVSA RPMT 800699, ACU Road Race Coach #62210

British Superbike School

Applewood

Old Hall Lane,

East Markham,

Newark

Notts NG22 ORF

Tel: 01777 818013

Mbl: 07939 041606

Web: www.britishsuperbikeschool.co.uk

May 2024

Review of Proposed Motorcycle Licence Changes

January 9, 2026January 9, 2026 by Bike Coach, posted in Uncategorized

Current proposals for motorcycle licence changes.

This is a short summary from a number of proposals from MAG, BMF, MCIA, NMC etc.

A link to the Government paper is below, while consulations continue.

Simplified Licensing:

Lowering age thresholds for A1 (125cc) and A2 (35kW icenses, potentially from 17 to 16 for A1, and from 19 to 18 for A2,

Training Focus:

Moving away from repeated CBT renewals towards a more progressive “CBT Plus” system, ensuring skill development

Assessment Over Testing:

Replacing some tests (like Mod 1 & 2) with practical assessments, potentially after two years on a license, for upgrades.

Direct Access (DAS):

Reducing the Direct Access age from 24 to 21 for a full A license.

E-Scooter Integration:

Introducing a new license category for e-scooters and small electric vehicles for 14-year-olds.

Why These Reforms?

High Fatality Rate: Motorcyclists are disproportionately represented in road deaths (21% of fatalities for 1% of traffic)

Complex System: The current system is seen as complicated, hindering access.

COMMENTS

Overall, very welcome and sensible, making PTWs more accessible, along with parallel changing in training.

Emergency braking from 60 mph needs to be included in training and testing for A1 and above.

All commercial motorcycle training needs to be regulated, as with all other vehicles. Excepting only the most hazardous form of transport from regulation and oversight makes no sense.

Very worrying to see step on E-Scooters included, not banned, despite >50 mostly avoidable deaths and probably >1,000 avoidable serious injuries, and damming reports from TRL and WMG commissioned by the last government. Common sense needs to prevail here.

E-Scooters are flawed by design, take twice as long to brake than the Highway Code standard, cannot mount a 100mm kerb, cannot carry shopping safely – a back pack makes braking more difficult and hazardous. They also use more energy than an E-Cycle which you have to pedal, which can achieve standard braking distances, carry shopping safely and mount a standard kerb, and have a greater range.

Fatal collisions start at only 9 mph, although a simple fall can be enough.

E-Cycles would be 300% safer according to the research. Adding trigger throttles avoids having to pedal, and would allow riders to ride cover their brakes at all times, like cyclists, reducing reaction times by circa 1 second, potentially avoiding many collision or achieving a 10 mph reduction in impact speed (No need to close a twist grip throttle before braking).

https://www.gov.uk/government/consultations/improving-moped-and-motorcycle-training-testing-and-licensing/improving-moped-and-motorcycle-training-testing-and-licensing

Ultimate Guide to Emergency Motorcycle Braking

November 22, 2025January 8, 2026 by Bike Coach, posted in Uncategorized

Basic Advice – ‘Four Fingers’.

(Please note this differs from official DVSA or Police Motorcycle Roadcraft advice – if in doubt refer to ‘Riding – The Essential Skills’ and follow that advice).

Consider riding with your foot over the rear brake pedal and two fingers resting on the front brake lever whenever you can. This potentially saves 1 second in applying the brakes, which can make a significant improvement in outcome during a crash. Bear in mind it’s usually ‘the unexpected’ that will get you.

Always consider covering your brakes in response to any potential hazard, by placing your index and middle finger on top of the front brake lever, resting your foot on the rear brake pedal. Extend your your left hand index and middle fingers on top of the clutch lever.

If you have to brake suddenly, roll your hand forward closing the throttle, wrapping your fingers around the lever and squeezing, don’t snatch, the front brake lever applying increasing pressure.

If the wheel locks, immediately release and reapply more gently. At the same time pull in the clutch and press down steadily on the rear brake with increasing pressure, and again release and reapply more gently if the rear wheel locks. It will need to be gradually released as the weight transfers forwards and the grip reduces. Just initally dabbing the rear brake is an alternative, which needs less thought still.

You may not be able to fully close the throttle, and the engine may be screaming, but it’s not important – stopping is.

The front brake is by far the most effective brake, so focus your attention on it and front wheel grip.

If the ABS comes on, keep the brakes applied and let the system bring you to a stop. Only release some pressure if the bike tips up violently and the rear wheel leaves the ground.

Braking hard from speed is similar to doing a handstand for a few seconds whilst adjusting the brake pressures, and steering, balancing, trying to keep the machine straight.

It needs practice.

Introduction

These recommendations are based on basic theory and common sense, and minimises braking distances (Cossalter).

As a rider, if you think you will instinctively brake effectively in an emergency – please think again. You may be mistaken.

Forensic crash investigators have found that circa 50% of riders skid and fall trying to brake in an emergency.

Research has also found only 50% of riders can achieve Highway Code braking distances. With training and practice, many riders can stop in 80% of these distances. Braking effectively can easily be the difference between braking in time, and a serious impact.

So this cause will likely end up being misreported in addition as ‘speeding’ or ‘failed to look properly’. There are correct diagnoses of speeding, where the injuries the rider sustained show that the impact was at above the speed limit. But the figures are probably misleading, not helped by a recent survey using traffic cameras that motorcyclists are more likely to be speeding than other road users.

We are often seen as reckless, and our own worse enemies, with some justification.

It is clear that National and Local Government is not currently interested in PTW safety. The reckless stupidity in continuing with E-Scooters despite >50 deaths, and >1,000 serious injuries, and the official findings that they are 5 times more hazardous than a bicycle.

We’ll have to help ourselves.

Official Advice

DVSA

The current DVSA advice is to close the throttle. Then apply the front brake before the rear. This makes no sense. Applying the rear brake as you are closing the throttle turns on the brake light probably 1 second earlier. This can be a life saver, as riders are very vulnerable to being struck from behind. You’ve also started to brake, which makes an even bigger difference with linked brakes.