There are an extraordinary number of internet posts on tyres and tyre wear, particularly on track bikes.
And very varied and often contradictory diagnostic advice on make, suspension setting, tyre pressures etc.
Tyre Type
You can use road tyres on track days, but avoid using track tyres on the road.
They have very little grip when they are cold, and are very unlikely to reach their operating temperature on the road.
You can get ‘cold tears’ in the rubber if you don’t warm them up properly.
We have constant issues at The School with riders failing to warm up their tyres, and falling on the first lap. You need two full laps at a gradually increasing pace to be safe.
This applies to road tyres too, although 1 lap should be enough, dependent on type.
Generally speaking, the more tread, then the quicker they heat up due to tyre flex.
Tyres have a relatively narrow range of temperature at which they are designed to work.
Slicks in particular need great care to warm properly. Even with tyre warmers, after you’ve waited in the collecting area for a couple of minutes, the tyre would have lost much of its temperature.
‘Wets’ are usually only needed when there is standing water on the track. Otherwise, intermediate or sports tyres are usually better. Wets wear very quickly if the track dries, and can become very slippery.
Tyre Pressures
Consider using the manufacturer’s suggested tyre pressures, but reduce the cold pressures by 2 psi front and back on trackdays.
This to compensate for the increases temperature and pressure.
Running with lower pressures may sometimes give marginally more grip, but causes very high wear rates.
Tyre Wear Patterns
This is a typical early tyre wear pattern on a track bike with rubber building up just behind the grooves.
‘Graining’ has just started, with rubber being worn off the surface of the tyre and getting stuck back onto the edge or the carcass.
Tyres ‘slip’ on cornering, moving sideways as they rotate, which can cause strange wear pattens on treaded tyres.
This is my R6 front tyre from Donnington a couple of years ago. It has started to melt, due we think to the tyre being just 1 psi lower than was recommended.
Different makes and models of tyres can weather very differently.
Tyre Compound
On track days, you could change to an optimum compound of tyre to suit the conditions, but you’d have to be on race pace to make this worthwhile.
If you’re not, the tyre may not get to temperature and you’ll end up with worse grip.
The Theory
If you want to know how tyres (and suspension) work, look at ‘Motorcycle Dynamics’ by Vitorre Cossalter, which covers this in great detail and is based on lab tests, not opinion.
You’ll need degree level maths to fully understand it all, but even without, you can see the factors involved.
The relationship between suspension settings and tyre wear is very complex. As tyres, riding speeds, riding styles, and bikes vary considerably, be aware of suggestions based on tyre wear patterns alone.
Inform children and parents of the risks of riding E-Scooters. Explain the dangers of riding any PTW when underage or without a licence, and without proper training.
Ban E-Scooters. Require any powered vehicle, wherever used, in public or on private land, to meet Highway Code stopping distances (0.7g) Include hoverboards, ball boards, unicycles etc.
Encourage the use of E-Cycles for 14 years and above.
Make ABS (anti-lock) brakes mandatory for all A1 (125cc) motorcycles
Require riders to retake a CBT when upgrading from a moped to a 125c A1 motorbike.
The Problems
40%, probably more, young motorcycle rider fatalities up to 18 years were riding illegally without any training.
50% of KSIs up to 18 years were underage for the motorcycle they were riding.
This seems to be a well kept secret. You can confirm this if you use the government’s freely available accident database. We don’t know how many of the others didn’t have a licence. They probably received no training. Maybe another 10% or more? More thanhalf the problem?
In 2022 there was only a single 16 year old rider fatality who was riding legally – (Probably).
Young rider Fatalities 2022 in detail
YOUNG RIDER FATALITIES 2014-2023
Over the past 10 years, we have seen an average of 1 death/year of a rider below 16 years. But the situation appears to be worsening.
There are an average of 3 deaths/year for riders aged 16. They were probably mostly riding illegally.
There are also 7 deaths/year for riders each year from 17 up to 20 years old, nearly 300 in total. There is no information available as to how many did not have a proper licence.
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
< 16
0
0
2
1
0
0
0
1
3
2
16
1
5
3
3
2
1
2
3
6
2
17-20
33
38
26
26
28
24
18
29
36
35
50cc A1 mopeds aren’t the major issue, but 125 cc A1 motorbikes are. They don’t need to have anti-lock brakes that larger capacity bikes now have to – which makes no sense.
Young riders are mainly a risk to themselves. They are simply demonized by The Press as ‘anti-social’. This view is taken rather than seeing them as children at serious risk.
Young Rider KSI’s 2018 and 2022
Many young riders at 17 move from a 50cc 28 mph twist and go, to a geared 125cc motorbike. They can now easily ride at 60 mph with no extra training. Out they go onto A roads and the countryside at considerable personal risk. KSI’s now more than double.
The number of KSIs of underage riders, 16 and younger, is nearly static. In contrast, overall KSIs for this age group has declined by 25% over the last 4 years. But the underage problem appears to be unaffected.
E-Scooters
In 2022, 440 E-Scooter riders were seriously injured. The highest frequency was in the 10-19 years age group. Estimates suggest that about 150 young riders sustained serious injuries. These account for approximately one-third of all injuries. (Government E-Scooter Fact Sheet).
E-Scooters look to have increased 16 years and younger young rider fatalities by >50%, and KSI’s by 400%.
E-Scooters apparently look set to be legalised.
The average E-Scooter rider age is 16 years, youngest 11 years or less.
There are probably now 1.5 million E-Scooters in the UK.
To date, 50 E-Scooter riders and 1 pedestrian have been killed. An unknown number, but probably at least 500/year seriously injured.
TRL research confirmed the poor braking on E-Scooters. The kerb height they can negotiate has had to be reduced. It has been lowered from the standard 10 cm to 3 cm. This puts riders at risk. And that they are unstable, generally poorly maintained needing constant brake adjustment, had steering faults and underinflated tyres.
For local Government rentals, the Dft doubled the braking distance standard for E-scooters. When all other vehicles would have stopped from 15 mph, an E-Scooter would still be doing 11 mph. Speed related fatalities start at 9 mph.
You can buy an E-Scooter capable of close to 50 mph. Others are easy to tamper with to de-restrict. >40 mph is possible.
The obvious alternatives are E-Cycles. They are legal at 14 years and can stop to Highway Code standards. E-Cycles can also negotiate standard kerbs and use less energy. You have to pedal, which also helps fitness.
See government reports. They are unnecessary, and the most hazardous form of urban travel by a margin, average age of rider is 16 years. E-Cycles are at least 3 times safer, have a smaller carbon footprint, and can carry shopping safely in panniers.
12 riders died in 2022, at least 400 serious injuries accepted as probably significantly understated.
Young Motorcycle Riders
40% (2022) of fatalities <16 years are underage. Others probably don’t have a licence. Youngest 11.
They can move from a 50cc automatic limited to 28 mph, at 17, to a 125cc geared bike capable of up to 70 mph, with no extra training. Out they go onto A roads and into the countryside at > twice the speed, where many are killed or injured.
The death toll rises sharply peaking then falling back at 24 years old.
125cc bikes are also not required to have anti-lock brakes, whereas now all larger capacity bikes have. As everyone learns on a 125 this is represents a very high unnecessary risk of falls under braking, which is far more likely when learning.
Motorcycle Training
There is no course to become a motorcycle learner trainer, just a 2-day test. In contrast, it takes around 40 days of training to qualify to teach in Further Education, ‘basket weaving’ etc at night school.
There is however a short one/two week DVSA training course for post test trainers, as well at 4 tests coving riding ability, training ability, hazard awareness and thery.
However, currently there appears to be no law against anyone training motorcyclists commercially on the road without a DVSA trainer’s licence, whereas there is for cars etc.
Consequently some ‘advanced training’ is unqualified, putting riders at risk. (The IAM and RoSPA are charities overseen by the DVSA).
In summary, PTW riders are far more of a risk to themselves than anyone, could be far better trained, with the young and their parents apparently particularly unaware of the risks.
Riders are not often trained and not tested in high speed braking. Consequently 50% can’t meet Highway Code stopping distances from 60 mph, and up to half simply skid and fall in an emergency – from research. This is critical as most speed is lost at the end of braking – it’s a ‘square law’. Probably causes over 100 deaths/year, and over 1,000 serious life changing injuries.
The DVSA advice looks wrong with the brake application in the wrong order – should be rear first as your foot’s already on it.
Early machines were slow and had very poor brakes, sometimes only on the rear, and some had rim brakes like bicycles, which were also used on some lightweight race bikes.
The introduction of drum brakes was a significant step forward, but they were still poor – particularly front drum brakes with single leading brake shoes, bearing in mind at least 60% of braking is done by the front, and up to 100% as the weight transfers forwards.
Aftermarket twin leading shoes became available – John Tickle – and four leading from Fontana. Even 8 leading shoe were used on racers.
The rear brake was key, as the leverage was far higher with the rider standing on the pedal.
The front brake was wholly dependent on how strong your grip was, and lock ups probably very rare.
In the 1970s disc brakes started to appear which were initially poor in the wet, but over the years friction materials, master and slave cylinder designs have improved.
I cannot remember ever locking a front brake on tarmac until 1992, and that was on a race bike with twin AP Lockheed race calipers and cold tyres.
The latest radial brakes are very powerful, requiring only one or two fingers to stand a machine on its nose, or a lock up.
ABS has been around since the 1970s, but was mainly fitted on top end touring bikes until 2016 when they became compulsory for all bikes over 125cc.
There is a now a particular problem with machines from around 2000 onwards which have increasingly powerful brakes capable of locking the front wheel with just one or two fingers, which is probably a significant factor with riders falling in an emergency.
As many riders have more than one bike, there is a real danger of going back to earlier machines without ABS (or traction control, anti tipping or anti wheelie) and skidding and falling.
I agree there are potential opportunities for exploiting psychology and technology to address road safety issues.
However, we are already struggling with the ‘PlayStation Generation’, who are simply used to ‘respawning’, Grand Theft Auto, Rocket League etc.
When I received my advanced riding training 15 years ago, I was initially baffled at what the hurry was, but came to realise it was primarily a game. A to B as quickly as possible without breaking any laws, followed by an instruction to read through the Highway Code again and separate the ‘should nots’, (that I could ignore), and the ‘must nots’, (that I couldn’t). Take every reasonably safe chance to overtake or filter through the traffic. On the plus side, it certainly means you pay proper attention at all times.
It seems to have thankfully changed over the years with less emphasis on ‘making good progress’.
‘For most of this century behavioural psychology has been conspicuously applied to almost every area of our lives’.It has – since the 1970’s when post war production caught up with demand, it has been harnessed by Marketing to make us buy stuff we don’t need, researching and developing the brands we all love – for some unfathomable reason – for a while anyway. (I did my MBA in Marketing in the early 90’s. There were then a number of ‘Buyer Behaviour’ models in use, which probably now run into many 1,000’s).
Psychology clearly has been very effective at helping marketeers manipulate buyer behaviour. I think most people realising how customers are psychologically manipulated, would be horrified. How many times have we all got home with something wondering why you bought it – clothes bought that you’ve never worn.
Does the public know that car adverts in the old glossy newspaper supplements didn’t actually sell cars? They were actually there to address ‘post purchase dissonance’, reassuring buyers that they’d made the right choice and that the brand reflected their values. It’s all about brand loyalty. The cost to the economy must run into £billions every year, which we all pay for by often grossly inflated prices.
Psychology also hasn’t apparently made the world a safer place. The biggest killer of young males is still suicide. Suicides overall in the UK have shown at best a flat trend since 2006, despite I am sure the psychology profession’s best efforts. 6,588 suicides in 2022 against 1,711 road deaths – 350 motorcycle riders.
‘….technological advancements in vehicle safety have made great strides in reducing the UK’s stubbornly high road traffic collision statistics’. Very true, but there has been no significant improvement in reported road fatalities since 2009 despite the replacement of older vehicles with new, complete with ABS, airbags, stability control, automatic braking etc.etc. should result in steady improvements. The root causes probably have remained firmly embedded and unchanged, or maybe getting worse.
The focus on the dangers of speeding for the 5 years from 2003 seems to have worked – then nothing.
I’d just responded on LinkedIn to a post on ‘Automated Behavior’ as follows, which seems to apply here as well:-
‘Psychology rapidly gets too complex and convoluted. Maslow is probably the simplest and most useful model. The primary human motivation is for safety, we just need to constantly remind road users how unsafe the roads really are, and how easy it is to kill or maim yourself, family and others’.
We’ve used Transactional Analysis in our training, and more recently ‘The Chimp Paradox’, the idea actually came from Professor Peters witnessing a road rage incident. Make friends with your chimp – mine’s called Kevin. Might work for some with anger management issues which can cause unsafe behaviour. Worth pursuing to tackle the emotional behavioural issues which are already known?
This article states reasonably that ‘People need a rational reason to change their behaviour and a clear instruction on what they can do to change’. The primary base human motivation is theoretically for safety, so whilever road users feel safe, their risky behaviour will likely continue.
Everyone needs to appreciate how hazardous driving and riding is. If we started from scratch we’d never design roads where vehicles passed each other at 60 mph in opposite directions. If ‘Pub Darts’ had been invented last week, it would have immediately been banned as ludicrously dangerous – throwing darts with 2 inch sharp points across a room of semi-intoxicated people?
But we are where we are, and everyone needs to be aware and constantly reminded of the danger. Road users also need to be trained more thoroughly, rather than learning by trial and error, and well aware of the likely consequences of inattention or lack of care.
They used to put wrecked cars on public display in the past as a warning. Haven’t seen one for many years, probably found to be too upsetting. We’re letting road users drive and ride around in ‘cloud cuckoo land’:-
More than 130,000 people were injured on the roads in 2022, with 30,000 killed or seriously injured.
You and your passenger may survive a frontal 30 mph impact, providing it isn’t a tree, truck or tractor, but probably not one at 40 mph.
A 20 mph side impact will likely kill you all – so be very careful emerging from junctions.
Every second you fail to react through inattention, potentially increases your impact speed by 20 mph.
If you hit an oncoming vehicle, the impact is the addition of the speed of both vehicles. 60 mph + 60 mph = 120 mph. You’ll both be dead and not looking good either.
I note the reference to Apps and mobile technology. ‘It’s undeniable that mobile technology serves as a powerful engagement tool in today’s digital age’. I agree, I have an old ‘Road Angel’ which warns me of speed cameras and accident black spots. Build this into Satnavs advising road users of previous serious collisions points as they approach them. Again more details will make them more impactful I think. Some already have warnings of collisions, or road blockages, or breakdowns.
Suggested Strategy
By all means use psychology – self preservation – not killing yourself, family, friends, or strangers. It needs to be hard hitting if it is to work. The need to control your ‘chimp’, or act on the roads at all times as an ‘adult’, not a ‘critical parent’ or ‘child’.
Only one life – no respawning – no second chance.
Make drivers aware of the ‘illusion of safety’ in a padded steel box, and particularly on two wheels.
Speed awareness courses to focus on ‘due care and attention’ – the failure of the driver or rider to see a bright yellow speed camera and warning signs. And the result of not reacting quickly, which is potentially far more serious than a few mph over the limit. 1 sec delay = +20 mph impact. 2 seconds potentially fatal. Fatalities start at just 9 mph.
Brutal publicity campaign stressing the importance of taking care and paying attention as above. Depict real life tragedies. I’ve been working my way through detailed reports on 39 fatal motorcycle accidents in Northern Ireland. It’s really depressing.
Put up signs where there have been fatal collisions maybe with the number and ages of those killed – names would probably be even more effective with relative’s approval, replacing wreaths and floral tributes. And whether they were pedestrians, or driving or riding a cycle, or motorbike. Make it real.
Encourage road users to look at the local on-line crash map to see where collisions occur.
Provide warnings of accident blackspots via Satnavs.
——————————————————————————————————————————————
There’s a current problem with motorcyclists being unable to brake properly, as circa 50% just skid and fall in an emergency, and half cannot achieve Highway Code stopping distances. Many riders simply won’t practise braking probably due to the fear of skidding and falling, or maybe finding out they can’t stop quickly. I’ve asked that high speed braking be added to the licence test and included in all post-test or advanced training.
I’ve used a free App called iAccel Lite which allows riders to quickly and easily brake test themselves. Not aware of many takers. I’m currently looking at a German data logging system so we can evaluate our training more objectively.
The poor lack of response to the problem of motorcycle braking and lack of enthusiasm says it all. All’s well in ‘cloud cuckoo land’. I guess a psychologist would define this as ‘denial’? This despite many knowing the risk on a PTW is 66 times higher than car driving.
An article on Transactional Analysis I had published with the journalist John Westlake in BIKE created more interest than all the others on bike riding, so maybe we’re potentially at a stage where attitudes are beginning to change which in theory is followed by changes in behaviour. Wishful thinking?
I still think it’s the simple but fatal illusion of safety in vehicles that needs addressing, and that accidents only happen to others – until they don’t.
(Please note this differs from official DVSA or Police Motorcycle Roadcraft advice – see below. There is no official advice I can find to cover your brakes, even in response to hazards, although this is taught by BikeAbility to young cyclists).
Summary
When Upright
The advice is to ride covering your brake and clutch by resting your index and middle fingers on the levers. In an emergency, if upright, squeeze both immediately, along with the rear brake.
The engine may be left screaming. It doesn’t matter.
If you aren’t covering your front brake, (or have an automatic or electric bike), then immediately apply the rear brake while you are shutting the throttle and reaching for the levers.
If the front tyre skids, release and reapply more gently. If the ABS activates, maintain the braking pressure, and only release the pressure if the rear wheel leaves the ground and you feel you might capsize.
This advice could save you around 1 second reducing your impact speed by around 15 mph.
You’ll probably survive a 30 mph impact, but not one at 40 mph, so scrubbing off as much speed as possible is crucial.
From 60 mph, it could be the difference between stopping in time, and a 40 mph impact. As always ‘it depends’.
Braking obeys a ‘Square Law’.
In many, if not most collisions, it is thought you have < 2secs to react and brake.
When Banked
If you have to brake on a bend, you have two options.
Apply the rear brake only.
Bring the bike upright and apply both brakes – if you have room.
Practise is vital to make your response automatic.
Introduction
Firstly, for drivers who are non-riders, this may all seem unnecessary and over complex. In other vehicles, drivers just instinctively stamp on the brakes. It requires no skill or thought. The vehicle will almost certainly have ABS and ‘yaw control’, so even on a bend or on a poor surface, it should simply come to a halt. The driver usually stays in control, or rather the vehicle does, with the driver held in place by a seatbelt and with a steering wheel for support. However, obviously the laws of physics still apply if you’re going way too fast.
Motorcycles have two separate brakes, one front, one back, operated separately like a bicycle. (Some have linked brakes). However the rear brake is usually foot operated. The centre of mass is lower, so they can brake more effectively than a cycle. But it is far higher than other road vehicles. This restricts the braking to <1g whereas cars etc can brake at >1g.
Motorcycles therefore suffer more from weight transfer under braking, with the rear tyre becoming more likely to skid during braking, as the weight transfers forwards onto the front tyre. ABS was only compulsory for bikes over 125cc from 2016, so small or older bikes are very likely to skid. A front wheel skid often results in a fall, but a rear skid doesn’t usually (as bicycles).
Under hard braking, the rear wheel can leave the ground, the bike can pitch forward and flip, and the rider can go over the handlebars. Some very modern bikes have pitch control. This works with the ABS to reduce the braking to prevent this. But usually it’s in the control of the rider, who at the time is experiencing similar forces to doing a ‘hand stand’.
So minimising braking distances in an emergency, unlike cars, requiries ‘muscle memory’ acquired though continual practise to prevent panicking and snatching the front brake; physical strength; a high degree of skill to modulate front and rear brake pressures; an accurate assessment of the likely grip available from the road surface.
This assumes the bike is upright. In a corner, using the front brake with the lower level of grip left after cornering forces, makes a skid far more likely. It also affects the steering, with ‘yaw’ potentially making the bike ‘sit up’ and run wide, and requires more lean angle. The rear brake doesn’t affect the steering, but is far less effective due to weight transfer
Advice
Firstly consider increasing your separation distance from 2 seconds to 3 seconds, as advised in Norway (which has a better safety record) and NSW in Australia.
This is also important as drivers often drive far too close behind riders, and the car in front can stop more quickly than you.
Bear in mind it’s usually ‘the unexpected’ that will get you, no matter how skilled and experienced you may be, or think you are.
Always consider covering your brakes, as a minimum in response to any potential hazard. Rest your index and middle fingers on top of the front brake lever. Have your foot ready over the rear brake pedal. Extend your left hand’s index and middle fingers and place on top of the clutch lever.
If you have to brake suddenly, roll your hand forward and release the throttle. Wrap your fingers around the lever and squeeze, don’t snatch the front brake lever, applying increasing pressure. If the wheel locks, immediately release and reapply more gently.
Press down steadily on the rear brake with increasing pressure, and again release and reapply more gently if the rear wheel locks. It will probably 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 and skill.
You may not be able to fully close the throttle. If you can’t, pull in the clutch. 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 your front wheel grip.
If the ABS comes on, keep the brakes applied and let the system bring you to a stop.
The machine will pitch forward alarmingly, the rear will lift and the forks will sink. You may find that your head nods forwards, and that you cannot see ahead (which might be a blessing).
Recommendations
These recommendations are based on basic theory and common sense, and minimising 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. But, 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 very poor accident investigation procedures 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 vehicle 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.
So this cause will likely end up being reported 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 focussed on PTW safety. The decisions in continuing with hired E-Scooters despite 50 deaths, and over 500, maybe 1,000’s of serious injuries confirm this, and the official findings that they are 5 times more hazardous than a bicycle.
E-Scooters take twice as long to stop than any other vehicle, including bicycles. It’s braking yet again.
We’ll have to help ourselves.
Official Advice
None that I can find suggests riding normally covering the front brake – but I might have missed it.
Bikeability, who work with the Dft on cycle training, promote covering the brakes on a bicycle. So why not on a PTW? Makes no sense not to.
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, snatching would make little difference, based on our recent tests with KurvX dataloggers.
Also the two fingers near the pivot applied first, make snatching and locking less likely.
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. You’ve also started to brake, which makes an even bigger difference with linked brakes.
Applying the rear brake immediately reduces the reaction time by a second or more, potentially reducing impact speed by circa 10 mph, 20 mph with linked brakes (which should be compulsory).
ERS Extra Modules Taken
You can see from the above graph, from information just supplied by the DVSA, that ‘Effective Braking Techniques‘ is the most popular extra ERS module by a margin, which implies many riders are aware of their vulnerability in this respect.
The irony is that current training, (if compliant with DVSA advice), may increase the rider’s level of risk, and adversley affect outcomes
POLICE MOTORCYCLE ROADCRAFT
Closing the throttle first is missed (it was in the 1990’s DSA riding manuals as well). It may be obvious but could be forgotten in an emergency. It’s not like a car where you usually (not autos if you’re left foot braking) have to take your foot off the throttle to brake.
It’s also advised 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, as it will likely increase braking distances, and at the point where the rate of deaccleration is at its greatest.
INSTITUTE OF ADVANCED MOTORCYCLISTS
The hand book I have is dated 2004, so the advice may have changed. It mentions having ‘your hand and foot poised over the control’, but again does not cover closing the throttle. This also does not appear under ‘What the examiner looks for’, which suggests emergency braking is not assessed.
The advice in a bend is to ‘sit the bike upand and brake hard‘, as opposed to police and DVSA advice to use the rear brake first. (We will be covering braking in corners in detail in another post).
This is a link to the IAM document ‘Full Control’, which includes advice on braking. It’s translated from Norwegian so somethings may have been lost in translation. I confirmed it’s the most recent version, but it’s from the 1980’s and doesn’t appear to include ABS.
All courses comply with DVSA and Roadcraft standards, so it’s not clear which method they now advise. However, RoSPA have published the advice below in ‘Care on the Road’.
Despite being a RoSPA Instructor and a DVSA Post-Test trainer, and completing BikeSafe, no one has checked that I can stop in an emergency since my licence test in 1967 at 28 mph.
The current official advice I think is wrong, which is likely to result in avoidable SKIs.
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
(We intend to cover trail braking and braking mid corner in detail in a later post).
CORRECT TRAINING IS VITAL
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 theoretical limit is 1g after which most bikes will start to tip up. The best riders can stop in 80% of the published distances.
(As few Android users took this advice last year, iAccel is currently only available on iPhones. We’re trying to address this).
PRACTISE USING A DATA LOGGER
These are graphs from a KurvX datalogger from a test day at Blyton Park. The Kurvx system or any data logger can also be 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.
It’s better that your technique doesn’t activate the ABS, as you may ride a bike without ABS in the future, and will need the skills.
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.
Wet, slippery roads, or a poor road surface.
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.
Always take care, and keep within your capabilities and confidence limits.
Totally agree with the issue around braking. In crash we talk about these exact points, especially when I teach motorcycle crash investigation. Study after study has shown the differences. I see it all to often in crashes where the rider has grabbed the front brake and had the front wash out. When application of both brakes would likely have seen them avoid the crash. I’m sure you are aware of them but Lou Peck and Nathan Rose and Wade Bartlett have done extensive testing on this area. Then of course there is the human factors side to braking under stress.
MA
Hi Bruce,
Thanks for your help. Can you have a look at this for me please before I release it.
Looks pretty good and covers what we train crash investigators to look at. As you described the issue is, when you have to coordinate the application of both brakes, it is a complex process. When it’s an emergency most people lose the fine motor skills too, but also resort back to base reactions. That’s where training comes in, to make it second nature. So in the panic of an emergency they resort back to their embedded training. You are bang on with incorrect assumptions of excess speed in motorcycle crashes. I constantly pick up investigators who have made assumptions in what a prepared under control situations a rider could have achieved in G decel rates.
Studies of actual users in emergencies showed only half braked with a deceleration rate greater than 0.6G and only 28% higher than 0.8G.
Due to the complexity of motorcycle braking and accounting for the different skill levels of riders, it is more appropriate to use a range of 0.45 to 0.75G.
That last was a paragraph from actual crashes studies with data loggers. That’s car and motorcycle decel rates in emergencies. Comes from SHRP studies in the US. Where they fitted cars and motorcyclists with cameras and data loggers and just told them to go out and drive for a year.
MA
I’ve got a horrible feeling that experience makes little difference, the first real high speed emergency is probably not usually survivable? The problem is lack of training. I think trackday riders have a better chance, but who’s to say how they will react?
BW
I would agree. Training not only on how to brake effectively but also ID of Hazards. How they react in emergency is the issue. But training does for me lead to a better chance and to get back to the memory of what to do
MA
Can you just let me know what percentage of riders you think skid and fall whilst braking in an emergency please. Thanks, Mike
BW
The hard thing is giving an objective opinion, as I only see generally higher-end crashes. But it is across the board that inexperienced and experienced riders are dropping it. With experience, I mean, how many hours on the seat? At an educated guess, I would say it’s 50/50 for those that skid and fall and those that just collide with the vehicle (so insufficient braking or none at all as they appear to get target fixated). This is for the classic turn-across-path crash that most motorcyclists get involved in. That is just an educated guess.
MA
I assume around 50% of riders fall in the high end crashes you see, as evidenced by the marks on the bike, road and rider? Many thanks, Mike
BW
Yeah mix of bike and road evidence. We are also getting more caught on camera now too.
MA
I also think bikes should have linked brakes and ABS, as it’s far quicker to hit the rear if you’re not covering the front brake (which doesnt appear to be taught and doesnt appear in any advice). What do you think?
BW
Yeah linked ABS is a must. It takes out the need to do two actions by the rider and controlling the threshold braking needs. Fine motor skills go out the window in an emergency.
The problem has remained unidentified within the Government’s accident data of ‘contributory factors‘ probably within ‘loss of control,’ or simply not recorded.
These are the findings based on slide marks left on the road and the severity of the impact, based on the damage to vehicles and injuries to the rider, confirmed by traffic camera footage and GPS data from helmet cameras.
Riders falling and sliding down the road take far longer to come to a stop.
Published Research has also found that circa 50% of riders cannot even achieve Highway Code stopping distances.
The research also found that the difference between the best riders and an average rider braking from 60 mph, is the difference between stopping in time and a 30 mph impact, or a 40 mph probably fatal impact for the worst riders.
Research has also shown that the problem is not related to the level of rider experience.
The situation is not helped by conflicting and misleading published advice from the DVSA and in Police Motorcycle Roadcraft, on emergency braking.
The conclusion has to be that we as a training industry are failing riders, and this must be urgently addressed.
In the meantime, riders can brake test themselves (with care) using a phone App such as iAccel Lite which is free. 0.67g is the Highway Code Standard, 0.8g is achievable with practice (with great care). Advice on braking is below, but if in any doubt please contact your local training organisation.
Riders need to practice repeatedly until the technique becomes embedded and automatic. In theory, this takes 200 repetitions to create the required ‘muscle memory‘, enabling maximum braking without conscious thought.
Riders on machines without ABS should never practise on their own, due to the risk of a skid and fall.
Racers and trackday riders should mostly already be ‘pre-programmed’ and capable of close to 1g.
Background
At the end of 2023, the MCIA called for a new motorcycle safety strategy. ‘Speeding’ and ‘Think Bike’ have been pursued for well over a decade, but motorcycle casualties haven’t reduced over the last few years.
Adhering to speed limits and being aware of hazards is only part of the problem. It’s also being able to brake in time. Having trained riders for 14 years, we know that many if not most, with training, can reduce their stopping distances significantly.
What we didn’t appreciate was the extent of the problem and the very serious implications for road safety.
For car drivers, stopping in an emergency just requires the driver to stamp on the brakes even when cornering, as almost all vehicles have ABS (anti-lock) brakes. ABS has only been compulsory since 2016 for motorcycles >125cc.
The problem has remained hidden as ‘failure to brake properly’ is not a ‘contributory factor’ in accident statistics.
A failure to brake in time could also be incorrectly classed as ‘Speeding‘, which in the 2022 accident stats shows as 10x more likely for riders than drivers. It could also be lost within ‘Failed to look properly‘ when the rider anticipated the collision but couldn’t stop in time, or within ‘Learner/inexperienced‘. In addition, 30% of collisions have no recorded contributory factors, up from 14% in 2013.
This is primarily because most motorcycles, except for some 2013 Kawasakis, don’t have ‘Event Data Recorders‘ whereas many cars do. However, extracted post-crash data from traffic cameras and rider’s helmet cameras confirms that many riders cannot stop properly.
If you compare the stopping distances from published US research from Axion Forensics, the best ‘Magazine TestRiders‘, can stop at half the distance than the worst road riders.
From 60 mph, this is the difference between stopping in time and a 40 mph probably fatal impact, as braking obeys a ‘square law’.
It is hoped that the Government, trainers, road safety organisations and charities will look at new initiatives to address this root cause, to raise awareness, encourage practise, and provide additional braking advice and training nationwide. The most vulnerable group is +17 years teenage riders who move from a 50cc ‘twist and go’ to a 60 mph 125c geared motorcycle, not required to have ABS with no additional training, but riders, parents and non-DVSA licenced trainers need to be aware of child protection issues.
It is also intended to encourage more research into the problem and to address the differing and contradictory advice from the DVSA and Police Roadcraft, on how to brake in an emergency.
Advice on Braking
Riders on ABS-equipped bikes simply need to have the confidence to apply both brakes firmly, which is often a problem due to current or previous experience on bicycles, when riders can skid and fall, or go over the handlebars.
Based on racing experience, research and theory, riders require a high degree of skill and practice to brake effectively.
Shut the throttle, apply the rear brake, sit up and lean back, all at the same time.
Reach forward and squeeze – do not snatch – the front brake with increasing pressure.
If the front wheel locks, release immediately and reapply.
If the rear wheel lifts, release some front brake pressure to stop the bike tipping forward.
Disengage the clutch as you come to a halt
When banked in a corner, just apply the rear brake.
The rear brake should be applied immediately, but on non ABS machines, may need to be steadily released again to avoid the rear wheel skidding.
Riders need to avoid snatching the front brake, instead squeezing the lever with increasing pressure, just enough to avoid locking the front wheel, but enough to transfer the weight as quickly as possible onto the front tyre, then slightly reducing the pressure as the bike slows to leave the rear tyre just lightly touching the road surface.
Riders also have to release the throttle, extend their fingers, grasp the front brake lever and pull, which is thought to extend reaction time for another 0.5 seconds or 44 feet @ 60 mph. So covering the front brake with your first two fingers is recommended, as is using the rear brake, which will be applied sooner as the rider just had to press their foot down.
Riders can also ‘trail brake’ into corners in an emergency, braking and steering at the same time, as racers do, but it requiries a high degree of skill, and very careful instruction which is best undertaken on a track.
Feedback is welcomed, and further posts and advice are planned.
Current DVSA advice on emergency braking to apply front brake before the rear to be reviewed and changed to applying both brakes at same time
ABS to be mandatory for all PTWs over 50cc, specifically including 125cc which are currently exempt, as these are the PTWs that riders learn to ride on.
Further posts will be forthcoming on the other proposals. In particular:- cornering, trail braking, pre-emptive interventions, trainer training, new risk awareness campaigns, and the control of new road accesses. A previous post covered E-Scooters and E-Bikes.
recommendations on Emergency straight-line braking
This is based on findings over a decade of training, that very few riders can brake effectively in an emergency, from speeds above 30 mph.
New and existing riders to be trained properly in high speed emergency braking in a straight line.
This requires firstly identifying what ‘best practise‘ is, and revising and improving existing official publications – notably ‘Police Motorcycle Roadcraft’ and ‘Riding – the Essential Skills’ in which the advice conflicts. Both publications are also currently considered to be misleading. Advice should be based on research and the science.
Additional trainer training is probably required to support this. This could be problematical as there are currently no legal restrictions on the provision of post-test or advanced training to other riders commercially, which is another issue that could be addressed.
Existing riders, many of whom are reluctant to pursue ‘advanced‘ or ‘enhanced‘ training, to be targetted by a revised ‘RIDE’ course, as an alternative to prosecution for any collision, (which should be pursued more enthusiastically), and/or following prosecution for any riding offence including ‘speeding’. And preferably in advance of a collision, via effective road policing which is close to non-existence locally, or by using CCTV and video footage from dash cams etc.
A publicity campaign advising best practise should be considered.
1. Riding test to include Emergency braking from 60 mph (currently 30 mph).
The prime road safety strategy for the past few years has been to get road users to THINK! and also address ‘Speeding’, which has had apparently little effect on collisions, despite most road users visibly going more slowly than they did. It’s also convenient as it requires very little resources, and is more than covered by the revenue through prosecutions and ‘Speed Awareness’ courses. However, regarding collisions, speeding is only one of 4 major factors, which also include;-
Hazard Awareness (paying proper attention)
Reaction Time
And critically, regarding motorcycles, being able to brake effectively in the shortest possible distance, as almost all other vehicles have anti-lock brakes and don’t tip over under heavy braking. (Bicycles, E-Cycles and E-Scooters have the same issues, but clearly this won’t be picked up by speed cameras).
An opportunity of biblical proportions, bearing in mind the many millions who have attended a speed awareness course, is being missed to tackle the other issues, primarily ‘paying proper attention’ because if they were, then they would not have been on the course in the first place. That these are focussed on marginal speeders, not those speeding excessively, makes no sense. Speed cameras and camera vans are quite easy to spot.
Many, maybe most motorcycle riders from experience, cannot stop effectively from higher speeds. Additional independent research is urgently needed to confirm this.
There is no obvious easy way of recognising the failure to apply the brakes and reduce speed effectively as a contributory factor in most collisions, so it is probably a significant hidden factor which remains unidentified and unaddressed. The second cause when the rider skids and falls prior to the collision will be recognised, as it would result in evidence of sliding on road, bike and rider, and a different impact. Presumably failing to brake properly can also remain unidentified within ‘Loss of Control‘ which is a major factor, or ‘Inexperienced rider‘, or ‘Riding too fast for the conditions’.
A large number of collisions also have no determined contributory factors.
Unlike a modern car or truck, a motorcycle requires training, skill and practise to be able to stop to even meet Highway Code braking standards.
Car drivers are used to just stamping on the brakes in an emergency, as almost every car or truck now has anti-lock brakes (ABS), whereas only new, or some earlier motorcycles over 125cc, have ABS.
A sports car on soft grippy tyres can stop at close to half the distances as outlined in the Highway Code. A motorcycle cannot.
Cyclists have often skidded and fallen, or gone over the handlebars after applying the front brake, so many moving to motorcycling then avoid using the front brake firmly, or for some riders, at all.
Braking from 30 mph only takes about 1.5 seconds, so feels almost instant. Braking from 70 mph takes over 3 seconds, is more physical and potentially more frightening and challenging. The equivalent of doing a ‘handstand’.
Speed of impact clearly effects the level of injury, so losing at much speed as quickly as possible is key to reducing KSI’s.
A 30 mph impact is probably survivable, a 40 mph impact, probably not.
Motorcycles cannot stop as quickly as cars, as the limiting factor is not tyre grip but the motorcycle tipping forward, with the maximum retardation available just on the point of tipping.
(From John Bradley’s, ‘The RacIng Motorcycle’)
(From ‘Motorcycle Dynamics’ by Vittore Cossalter)
This theory needs to be confirmed and officially developed into ‘best practise’, although it broadly supports the opinions expressed below.
Riders therefore need to be trained in the correct technique, recognise what is happening when they brake, and ensure they have the confidence to apply the brakes properly. It is ‘a balancing act’.
Many riders are reluctant to use the front brake properly, or sometimes at all. This is usually due to prior experience riding bicycles, where it is easy to go over the handlebars with hard front-wheel braking. This tendency is far less on a motorcycle due to the lower centre of mass due to the engine etc. and happens far more more slowly, giving the motorcycle rider time to react, and it tends to happen more at lower speeds as the rider comes to a halt.
Many riders also appear to be unaware of how quickly they can actually brake, particularly in wet conditions. Modern tyres have far more grip than many older riders believe. As long as you apply the brakes more carefully initially, there is still sufficient grip to get the rear wheel off the ground on wet roads (equivalent to 1g) – tipping forward is still the limiting factor.
The front wheel is also very easy to lock without ABS if the front brake lever is snatched, (the effect is like the magician who pulls a table cloth from a laid table) and can nowadays be achieved with just one or two fingers on the front brake lever.
This usually results in an instant fall, although it can be released and reapplied, but again needs knowledge and practice.
Once a rider is off the bike and sliding down the road, speed is only lost in the friction between the rider and the road surface. The outcome of an impact at ground level is likely to be worse, and there is a risk of being run over by following vehicles who are often closer than the required 2-second distance as they can see easily past the rider.
The rear wheel is also easily locked, but a skid is usually controllable, although the overall braking distance will be lengthed.
Motorcycles with ABS have a system which prevents wheels locking and skids, but if the ABS is triggered it may increase potential stopping distances. However, it is probably better for new and inexperienced riders, on a bike fitted with ABS, to simply apply the brakes as hard as they can.
‘An ABS does not necessarily shorten your stopping distance, but does allow you to keep steering control and drive your vehicle more effectively.‘
So it is still more effective to apply the brakes correctly, even on a motorcycle fitted with ABS.
‘ABS is demonstrated to reduce stopping distances and to improve stability under all braking conditions, but such features are not enough to guarantee a good braking performance in emergency events if the riders have not the skills to utilize the full braking power of the motorcycle’.
There is a debate, on-line, as to whether ABS actually shortens stopping distances, but it probably depends on the level of rider skill, which needs to be very high to beat an ABS system.
The advice is that if you do trigger the ABS with the front brake, that you have probably ‘snatched’ the front brake lever too hard initially, as once the weight has transferred to the front wheel it should only lock due to a poor road surface.
Triggering the rear wheel ABS is again due to either stamping on the rear brake, or failing to release it as the weight transfers forwards
As it states in Police Motorycle Roadcraft ‘‘If you activate the ABS ask yourself why? Are you taking greater risks. Do you need to improve your technique?“. The advice is, however, if the ABS activates do not release the brakes. Riders need to be aware of the pulsing sensation, but not to react to it. It could be mistaken for faulty brakes.
Many riders also have more than one motorcycle, with older sportsbikes being very popular, which don’t have ABS. All riders should be able to stop without the ABS being activated, although it is an invaluable safety aid, particularly for the inexperienced or unexpected slippery roads. ABS is also a useful training aid for riders to experience the point at which the tyre loses grip, without risk of skidding or falling.
The proposed correct technique for braking in a straight line is to immediately apply both brakes firmly but smoothly, with front brake lever pressure increasing while the weight transfers forwards, and the pressure on the rear brake steadily released to avoid locking the rear wheel as it unloads and potentially skids. The front brake to only be released if the front wheel locks and skids, or if the rear wheel lifts off the ground (which riders can be trained to recognise).
Braking from high speed places high loads on the rider’s arms and neck, as they are thrown forward. It requires riders to grip the fuel tank with their knees and rely on their arms to stop them sliding forwards, and/or on the rear of the fuel tank stopping a slide forward.
The commonplace untrained reaction in an emergency is often to panic, intially snatching the front brake and stamping on the rear, potentially instantly locking the front and/or rear wheels. An unexpected front wheel skid with usually result in a fall. Skidding tyres significantly increase stopping distances. Alternatively, many riders can fail to apply the front brake hard enough, for fear of skidding or going over the handlebars. With a little training and practise we have found that most rider’s stopping distances can be reduced significantly, which can be critical in avoiding a collision or reducing the speed of impact.
Riders very rarely, if ever, practise emergency braking, with the first time for many usually being out of necessity.
It also appears that many riders are unaware of the relationship between speed and stopping distance, which is particularly noticeable at higher speeds on a race track as we have also found, even though it is included in DVSA advice. Most road riders speeding at say 90 mph, probably don’t appreciate it will take them twice as long to stop as it does from 60 mph.
The faster they are riding, the more critical the ability to stop effectively is.
The extent that the failure to brake effectively is a cause or contributory factor in collisions is not identified at all, and is probably in most instances unknown. However, experience in post test training riders indicated this is likely a major contributory factor, particularly as it has been found that motorcyclists are more likely to be speeding.
The only obvious ways this can be confirmed as an issue, is to formally research rider braking to confirm our findings.
High speed braking should also be addressed during any advanced or post-test training, which could also be mandatory for post collision riders. From personal experience, I completed my advanced training, and post test instructor training without ever having been required to complete an emergency stop from high speed.
The existing NRRAC RIDE courses now appears to be online, and when they were in person, the training workshops were not delivered nationally, and do not seem to address rider competence, mainly behavioural problems. https://www.drivetech.co.uk/police-referred-courses/course/ride/
The course could be redesigned to also address rider competence, either in response to potential police prosecutions, or post collisions.
2. Current DVSA advice on emergency braking to apply front brake before the rear to be reviewed and changed to applying both brakes at same time
There is an issue at the moment with long standing advice from the DVSA to apply the front brake before the rear in an emergency, which marginally increases stopping distances, and has a disproportionate effect on riders who are reluctant to use the front brake, or some bikes with dual brakes, or those with a low centre of mass (cruisers).
Roadcraft alternatively tells riders to use both brakes in an emergency. Also ‘As the machine slows, gradually release the pressure on the front brake, and increase the pressure on the rear brake’. This does not seem to make any sense, as releasing the front brake will likely increase stopping distances, and increasing the pressure on the rear will likely simply lock the rear wheel. If the rider is braking hard, the rear wheel will have very little if any weight on it. This maybe a legacy issue from a few decades ago when tyre grip was poorer.
There is an argument for releasing the pressure on the front brake, not as a routine, but only in the event of a skid, or if the rear wheel has left the ground to prevent the rider tipping forward over the handlebars, which happens comparatively slowly compared to a bicycle.
All published advice needs to be supported by evidence and the physics.
There is also the clear need to address retraining and upskilling existing riders, which requires properly trained trainers, many of whom may need retraining, and there is also the current problem of reaching unqualified unlicenced commercial trainers, many ex-police.
As most riders would not voluntarily attend advanced or post-test training, this could be made mandatory for any rider involved in a collision etc.
3. Linked ABS to be mandatory for all PTWs over 50cc, specifically including 125cc which are currently exempt, as these are the PTWs that riders learn to ride on.
Only new or a few earlier motorcycles over 125cc have ABS. It is an invaluable safety aid, particularly for the inexperienced or unexpected slippery roads. ABS is also a useful training aid for riders to experience the point at which the tyre loses grip, without risk of losing control, skidding or falling.
As most 125cc motorbikes can achieve at least 60 mph, it is difficult to understand the failure to ensure that they too now are mandated to have ABS from new.
In response to the call, below are some suggestions for a new strategy for motorcycle casualty reduction.
Motorcycle Braking and Cornering
Riding Test to include:-
emergency braking from 60 mph (currently 30 mph).
cornering on rural roads
banking a motorcycle to at least 30 degrees on corners
Riders to be trained to:-
brake safely into and around corners in an emergency.
to countersteer.
Ensure riders are aware of ‘target fixation’ and ‘you go where you are looking‘.
Current DVSA advice on emergency braking to apply front brake before the rear to be reviewed and changed to applying both brakes at same time.
New suggested cornering lines to be published, with a wide entry and late apex for increased safety.
Linked ABS to be mandatory for all PTWs over 50cc, specifically including 125cc which are currently exempt, as these are the PTWs that riders learn to ride on.
A maximum tyre age – suggest 10 years – for motorcycles to be enforced at MOT.
Safety Campaigns
Focus to move away from speeding – to braking, reaction times, paying proper attention, and duty of care.
New focus on thoughtless, careless and reckless driving and riding, advising of the illusion of safety in vehicles, and the consequences of collisions for vehicle occupants and riders, particularly above 30 mph, using case studies.
Car drivers to be made aware that occupants can be killed by a side impact from a motorcycle at a junction.
Motorcycle riders to be made aware of the dangers of cornering on rural roads.
‘Know the Dangers’ presentation on T junctions to be promoted more effectively.
Oil and diesel leaks from vehicles, overfilling, leaking caps and poor maintenance.
Further research by Professor Alex Stedmon on road markings to be pursued.
Pre-emptive Interventions
High risk drivers and riders to be identified via effective road policing and the use of traffic cameras.
All collisions, even minor, to be reported to the police.
Insurance companies to be required to advise the police of any reported collisions.
‘Crash Awareness’ courses for drivers and riders involved in any collision.
Compulsory retraining and assessments for identified high risk or convicted drivers or riders.
Reintroduction of ‘RIDE’ safety courses nationwide for motorcyclists.
E-Scooters and E-PTWs
E-Scooters to be banned and replaced with E-Cycles (or similar self powered PTW with footrests or footboards instead of pedals) which can meet Highway Code braking standards and negotiate kerbs etc. safely.
Any PTW (or powered single, 3 or 4-wheeler) to be required to meet reasonable safety standards, even for use on private land, particularly braking. This to include currently ‘Ball boards’, ‘Hover boards’, ‘Powered Unicycles’ and ‘Powered Skate Boards’ etc.
New Road Accesses
The Law to be changed to require approval for any new access to the road network, not just to classified roads.
Planning permissions, where these involve safety issues including minimum driveway widths, turning areas, visibility splays and surfacing to be rigidly enforced by local councils, and by the Justice system.
Traffic Enforcement
Illegal parking with 10 metres of road junctions to be enforced.
Training
‘Down Training’ (sitting next to Nellie) for learner trainers to be replaced with a professional vocational course and qualification, including appropriate theory.
Change the Law so that anyone training riders commercially on the public highway, including post-test, must be licenced by the DVSA under current arrangements
Post Test and Young Rider Motorcycle classroom theory training workshops to be promoted and delivered nationwide. (‘SharpRider’ and ‘Twang’ previously designed and delivered for local Road Safety partnerships are available FOC to use nationwide).
Motorcycle Safety Equipment
CE approved neck braces to be investigated for all motorcycle riders.
The Intention is to publish further posts on the above subjects to provide more detail, and provoke further discussion.
I hope that this response will spark a useful debate which will result in a new agreed more effective and rational strategy to reduce motorcycle fatalities and serious injuries.
The ideas are based on over 50 years of riding and racing motorcycles, 14 years experience of working with the local Road Safety Partnerships, the Police, Fire Service BikeSafe, RoSPA, IAM, the DVSA and ACU, fellow trainers and coaches, assessing and training over 2,000 motorcycle riders on road and track, and is also based on published road safety data.
I am also a time-served automotive engineer (Ford), a qualified FE Teacher, and have an MBA which has given me a basic understanding of psychology.
Mike Abbott MBA, RoADAR (Dip), DVSA RPMT 800699, ACU Coach #62210
British Superbike School 