Sept 2008

One thing to be aware of is that, as far as the law is concerned, filtering is classed as overtaking. That means many of the points covered in 'Overtaking' apply equally to filtering, albeit in a slower and more condensed environment. While caution and uncertainty holds some riders back in heavy traffic, over-confidence can equally be a problem in others. Rushing headlong between queues of stationary traffic may appear a tempting proposition, but presents many risks.

Filtering safely is about being aware of potential dangers and taking steps to avoid them.

Don't fixate on getting to the front of every queue to the exclusion of all else going on around you. At the same time, learn to recognise safe routes through heavy traffic to make the most of your two-wheeled advantage.

Low Speed Control There's a reason for all that wobbling round cones taught in CBT. As with braking and the emergency stop, it's not simply there to impress the examiner, only to be forgotten and never used again. If you want to master filtering and town riding, you'll need to ensure your low speed control is up to scratch. Paddling feet-down through rows of cars may feel more secure at first, but in reality you don't have proper control over the bike.

There's no shame in finding a quiet car park and practicing feet-up U-turns and figure-ofeights, especially if you're riding a new, unfamiliar machine.

Upper body movement and relaxed posture are the key to sub-walking pace, full-lock balancing on a bike. Forget sitting bolt upright, back straight and arms tensed. Instead, relax in the seat with your lower back arcing outwards slightly. Relax your arms, neck and shoulders and let your hands rest on the bars. Pull away and with both feet on the pegs, try trickling along at walking pace, balancing clutch control against a gentle squeeze of back brake to keep your speed right down. To make a U-turn, look right over your shoulder to where you want to go before turning the bars to follow. They key is to stay relaxed in the seat and use upper body movements to counter the bikes tendency to ‘fall’ into the turn. Stay off the front brake - touching it will compress the forks which, at low speed with the bars turned, will affect the radius of the turn you're attempting and send the bike off line and possibly you off balance.

Braking "Emergency stops are taught for a reason” explains Kevin, "but keep practising. They're not just something to do in front of the examiner and never do again.” The trouble with the emergency stop on the test is that you know it’s coming - real life isn't like that and it's all too easy to grab a handful of front brake and lock up when a real panic braking situation arises.

"Some people have no idea how hard they can brake," says Gary. "But you get both extremes: brake madly and lock up, or 'I don't like this', so they don't brake at all."

If you are going out to practise braking find a quiet - ideally empty - car park.

Remember, you're squeezing the lever, not grabbing it. It's how firmly and how quickly you squeeze that determines the rate you slow, but remember that you have to take up the ‘slack’ in the front suspension and allow the front tyre contact patch time to ‘flatten’ as the weight of you and the bike moves forwards - smoothly. Developing a 'feel' for front tyre grip comes with experience. The more you have the better off you'll be in a real emergency.

Another thing to be aware of is the road surface and how much - or how little - grip it gives. Car drivers are often oblivious to the changing nature of road surfaces; new motorcyclists have a lot to learn. White lines, manhole covers and loose chippings are to Page 11 of 32