The Navy & Marine Corps Motorcycle Safety Magazine
Summer 2017
Commander, Naval Safety Center
RDML W. Scott Dillon
Deputy Commander CAPT John Sipes
Command Master Chief CMDCM(SW/AW/IW) James Stuart
Multimedia Division Head Evelyn Odango
Naval Safety Center (757) 444-3520 (DSN 564)
Publications Fax (757) 444-6791
Report a Mishap (757) 444-2929 (DSN 564)
Editor, Layout and Design
Nika Glover
juanika.glover@navy.mil Ext. 7257
Safety Programs
Director Jonathan Wilson
Traffic and Recreation
Brad Loftis
DISCLAIMER
Contents and opinions expressed are not necessarily the official views of, or endorsed by, the U.S. Navy, the Department of Defense, or the U.S. Government. The appearance of motorcycle safety products does not constitute endorsement. The products shown are representational of what is available on the commercial market. The use of any products shown in the magazine may contribute to a safe and more pleasurable motorcycle riding experience. Body armor and smart riding accessories are always recommended. Photos and artwork are for illustrative purposes only, unless otherwise noted. Reference to commercial products or links to non-DoD resources do not imply Department of the Navy endorsement. Unless otherwise stated, material in this publication may be reprinted without permission; please credit the magazine and author.
DISTRIBUTION
To get on our distribution list, e-mail SAFE-MediaFdbk@navy.mil, juanika.glover@navy.mil, or download and fill out a form at http://www.public. navy.mcomnavsafecen/pages/media/subscription. aspx. Ride magazine is published once as a special issue and is distributed to safety managers located at shore-based commands, deployed with aircraft squadrons and carrier groups, and DoD agencies. Ride is published by Commander, Naval Safety Center, at 375 A Street, Norfolk, VA 23511-4399. Periodical postage paid at Norfolk, Va. Postmaster: Send address changes to Commander, Naval Safety Center, Attn: Ride, 375 A Street, Norfolk, VA 23511-4399.
FROMTHEEDITOR
For the summer 2017 edition of Ride magazine we wanted to hear from riders who had experienced mishaps and accidents. We were expecting to get articles on simple near misses and minor accidents. What we actually received were poignant tales of accidents that could have resulted in loss of life and how split second decisions sometimes made a difference.
We also heard from people who acknowledged their mistakes in an effort to encourage others not to do what they did. It’s not easy admitting that you’ve made a mistake but the five lessons learned articles in this issue are sure to make you think twice before hitting the road.
In this issue we offered numerous quick tips instead of articles about how to be safe because we wanted the information to be easily and quickly assessable. Most people know the risk they are taking by choosing not to wear safety gear, so we decided to break it down by the numbers to show you how motorcyclist are affected by making these poor decisions. What the data showed is that 40 percent of riders are still choosing not to wear helmets. The results are down from 43 percent in the previous year. However, the data tells us that we’re on the right track but we still have a long way to go.
A few months ago I received an email from someone who was disappointed that the list of the best bikes only included sport bikes. He wondered why the focus was only on speed and not quality. Well, I heard you and this year we decided to share the bikes that are not only the best bang for your buck but are quality bikes that will lasty you for years to come.
The main cover headline makes mention of the future of motorcycles. In my research to find out
what the motorcycle industry was doing to meet future demands, I came across four unique stories about bikes that could change motorcycling as we know it. From eco friendliness to extreme safety, these four bikes will no doubt change how companies produce bikes in the future. Check it out on page 22.
Finally, I wanted to briefly mention the feature article in this issue on motorcycle therapy. We hear a lot about how motorcycling is dangerous but we don’t often learn about the benefits that riding can have on you mentally. Last year retired Navy Chief Boatswain’s Mate Spencer Farrow got to participate in a veterans charity ride. He shared information in his article “The Science of Motorcycle Therapy” about charity ride and a study that was done on the benefits of motorcycling. It was discovered that motorcyclist have heightened alertness when riding and this was beneficial to the rider’s brain. Spencer’s article is a prime example of how you can benefit from a hobby even one that’s considered dangerous.
I hope you enjoy this issue and gain some perspective on the lessons learned offered by our writers. Please send us your feedback on what you liked (or didn’t) about the magazine.
Be safe, ride far and have fun…
DIDYOUKNOW?
Later this year, the Federal Highway Administration will be releasing the results of a motorcycle crash causation study. It will be comprised of the most comprehensive data collection effort to study the causes of motorcycle crashes in the United States in more than 30 years. The Federal Highway Administration worked with several states to complete the study. A team comprised of some of the most experienced motorcycle and crash data collection experts
Editor, Ride magazine, Naval Safety Center
in the world were involved. What does all this mean for you?
The data should help administrators to understand key factors in motorcycle crashes and how to prevent them. The results could mean better standards for motorcyclist and stricter helmet laws. You can see the study when it becomes available here: https://www. fhwa.dot.gov/research/tfhrc/projects/safety/ motorcycles/mccs/
THE ‘IT’ LIST:
1. Matador Freerain24 Backpack
The Matador FreeRain24 Waterproof Packable Backpack uses the durable waterproof materials to offer superior performance in the smallest possible package. Ideal for world travelers for use as a summit pack, it packs down to fit in the palm of your hand and unpacks into a 24-liter backpack with a waterproof main compartment. $60 at GearPatrol.com
2. SOG Sync 1 Multi Tool
With a detachable base that clips onto most belts, pack straps or boots, the Sync 1 can be snapped on and off with one just hand, allowing you to access your tools without fishing around in your pockets. And it comes with an impressive array of 11 tools: needle-nose pliers, a stainless steel blade, bolt grip, jewelry driver, flathead screwdriver which are perfect for making quick motorcycle repairs. $67 at sogknives.com.
3. Sena Bluetooth Headset and Microphone Kit
The Sena bluetooth headset offers a small snugly fit headphones with quality sound. They can be connected to your music player, phone, and GPS through Bluetooth technology. They also function as a hands-free device via voice commands, letting you adjust volume and setting the GPS with your hands firmly on the handle bars. Included with these headphones is an intercom for communication with up to four riders riding with you. Its audio booster also makes listening to music an incredible experience. $165 at amazon.com.
4.Black Rubber Heated Hand Grips
Harley Davidson heated-rubber-hand-grips will keep riders comfortable on those cool morning or frigid night rides. Warm hands have a major impact on overall body comfort, and sometimes gloves just aren’t enough. The handle features:
•Thermostatically controlled grips with variable heat settings and automatic temperature monitoring to adjust to changing ambient temperature.
•Grips remain at a constant temperature regardless of changes in outside temperature.
•The self-contained control circuit and control knob means no additional switches or controller boxes to mount.
•Shut on/off with ignition to avoid draining battery.
•Glueless grip design allows grip removal if you change handlebars or motorcycles. $199 at Harley-davidson.com.
5.PowerTye Adjustable Cargo Net
Most cargo nets feature a wide 3” x 3” mesh that can cause smaller items to dislodge. The PowerTye Cargo Net features a dense 2” x 2” web to ensure your cargo stays put. In addition to the tight weave, the PowerTye net also features repositionable hooks so you can truly tailor this cargo net to fit your cargo.$10.95 at revzilla.com.
Editor’s Note: The appearance of these five motorcycle safety products does not constitute an endorsement by the Department of Defense , U.S. Navy or U.S. Marine Corps. They are representational of what is available on the commercial market and may contribute to a safer, more pleasurable riding experience.
5 Epic Coastal Motorcycle Roads
BY BILL BELEI
Nothing beats a ride along the coast. Whether at sunrise, at sunset, in the middle of the day or even at night, the majesty and tranquility that go along with the sights and sounds of relentless crashing waves and the lights reflecting off the water is a magical experience. Below is a collection of some of the most awe inspiring coastal roads in the United States … routes that shadow the Atlantic, Pacific, and Gulf coasts and even the Great Lakes.
In the United States, the granddaddy of all coastal rides is the world famous Pacific Coast Highway. This world-class scenic route takes you along the famed California Route 1 starting (or ending) in Monterey and ending (or starting) in Morro Bay.
The route is one of nine original U.S. routes to be named by the U.S. Department of Transportation as an “All American Road” which is a designation given only to the very best scenic
roads in America (see America’s Byways program). Along with the great scenery, you’ll have access to some amazing stops along the way.
In fact, there are seven state parks, a state reserve, a botanical area and many historical areas of interest such as a preserved 18th century Spanish mission. Additionally, you’ll be passing through many vibrant tourist towns along the way such as Morrow Bay, Carmel by the Sea, and Monterey. One of the must stops is California’s most visited tourist site ,The Hearst’s Castle. This mansion was built for publisher William Randolph Hearst at the beginning of the 20th century and took nearly 30 years to be complete.
When you think of coastal drives, you probably don’t think of the Midwest. However, the Tunnel of Trees Road on the east coast of Lake Michigan is not only a great coastal ride, but it is simply one of the most popular motorcycle roads in the entire USA! The original author of
this route, Craig Northouse said, “This road hugs the eastern shoreline of Lake Michigan through a dense forest. On one side you get glimpses of old summer cabin homes tucked back in the forest and on the other side you get brief glimpses of the Lake Michigan shoreline. This is a very narrow and twisty road that runs through the dense forest of trees and is literally one of those roads that you always see photos in travel magazines that make you crave to drive down.”
A listing of U.S. coastal motorcycle roads would not be complete without a ride through the Florida Keys. The route starts in Key Largo, Florida, and heads west for just shy of 100 miles of roads and bridges that connect the string of the Florida Keys while you take in the magnificent views of the Gulf of Mexico on both sides of the road. The route ends in the famous and vibrant tourist mecca of Key West.
South of Charleston and north of Savannah along the Atlantic Coast is a great coastal ride called “Beaufort Scenery.” This route is described by its original author, Jim Strickland, like this: “Water, water everywhere. Beaufort has a small historic district, rivers, barrier islands, a state park (Hunting Island) with oceanfront camping and cabins for rent, a fishing pier, wildlife viewing areas, boardwalk style nature walks and a number of scenic areas… most roads into Beaufort are recently expanded, bridges into town are new. The pace is very slow in Beaufort and I see safer driving than usual...a nice change of pace.”
Off the coast of Maine lies Mt. Desert Island home of the Acadia National Park, the town of Bar Harbor, and a coastal motorcycle ride called the “Mount Desert Island Loop.” This route is 35-mile loop around the island offering great coastal views from both the roads that line the water’s edge as well as the
roads that wind through the island’s high country.
The route’s original author, Ron Hackley, describes the scenery on the island and particularly in Acadia as follows: “The park has dense forests, a 1,530 foot mountain and plenty of shoreline driving. While on the island, make sure you travel to the top of Cadillac Mountain to get a great 360-degree view of the Atlantic Ocean.” He goes on to say, “Overall a nice winding road with some slight inclines and declines.
Depending on the time of the year and local tourist activity, the road can get a little crowded. The wonderful town of Bar Harbor is nearby this route and offers first class vacation and tourism accommodations.”
EDITOR’S NOTE: To see the complete guide to the above coastal rides as well as maps, photos, videos, and reviews for these and other great U.S. motorcycle roads, visit www.MotorcycleRoads.com
Bill Belei joined the military in 1986. He started a website listing the best motorcycle roads in the U.S. after constantly moving and having to find new roads to ride.
Over the years his website grew to what is today’s MotorcycleRoads.com,the site boasts more than two million annual visitors, over 30,000 site members and thousands of documented motorcycle roads both in the U.S. and abroad. His website recently began listing motorcycle events, clubs and places. Bill retired from the military in 2011, moved to Colorado with his wife and four children, and works at Peterson Air Force Base, as a program lead for cybersecurity.
THE SCIENCE OF
MOTORCYCLE THERAPY
BY BMC (SW) SPENCER FARROW, USN, RET.
If you ride a motorcycle, you have at one time or another had a session in “motorcycle therapy.” The session starts with the wind in your face, an open road in front of you, and your motorcycle rumbling underneath you. During the session all is right in the world, the troubles you were dealing with just minutes ago melt into the back of your brain, and you are thankful for the moment. This is motorcycle therapy. In a study on the mental effects of motorcycle riding, Ryuta Kawashima, a professor known for brain research, partnered with the Tohoku University in Japan and Yamaha Motor Co. to determine if it was scientific.
Professor Kawashima said his research team and the Yamaha Motor Co. conducted a series of experiments involving mid-
dle-aged men. The studies revealed that because of the heightened alertness required to operate a motorcycle, the rider’s brain becomes activated. Professor Kawashima reported the riders in the study said they made fewer mistakes at work and felt happier. “Mental care is a very big issue in modern society,” said Kawashima. “I think we made an interesting stir here as data showed you can improve your mental condition simply by using motorcycles to commute.”
This study isn’t surprising to anyone who rides a motorcycle, but one person is using this science to give back to our veterans. In 2014, Dave Frey, all around motorcycle guru and former U.S. Army paratrooper, was returning from South Dakota having just attended the Sturgis Motorcycle Rally. As he rode, he reflected on
Comedian Jay Leno joins veterans and mentors during the 2015 Ride to Sturgis. (Photo courtesy of David Frey, Veteran’s Charity Ride)
Veterans take a ride down main street during the Sturgis Motorcycle Rally in Sturgis, South Dakota (Photo courtesy of David Frey, Veteran’s Charity Ride)
From left to right; Sean Carroll, USMC veteran and VCR mentor, David Frey, VCR founder, actor Mark Wahlberg, Robert Manciero, VCR co-founder and Jedidiah Morgan, USMC, participated in the Veterans Charity Ride event. (Photo courtesy of David Frey, Veteran’s Charity Ride)
a conversation he had with another U.S. Army paratrooper he met on the way, about returning veterans and the struggles they are faced with after deployment. Dave thought if he could share the peace of mind that comes from riding a motorcycle with returning veterans, it might help in a way that other methods did not. Upon returning to his home in Southern California he started bringing this idea to life, and he reached out to his business partner, Emmy Award winning producer Robert Manciero, with the idea of using motorcycle therapy to help veterans. Robert instantly knew his partner was on to something and the two of them came up with the concept of creating a once in a lifetime experience by using motorcycle therapy that could offer aid in the recovery of our nation’s heroes.
Creating this ground-up adventure meant securing a source for motorcycles. Dave (known as Indian Dave by many), an Indian motorcycle owner and rider, knew that Indian motorcycles and the all-new Chief with the 111 Thunderstroke engine was the perfect motorcycle. He contacted Indian with his idea and was offered the chance to speak to the Indian executives about this concept of helping veterans through motorcycle therapy. Indian Motorcycle, which has a rich history with the military, jumped at the chance to be part of this ground-breaking charity and offered to provide all the motorcycles needed. Knowing the motorcycles needed to be modified to accommodate the veterans, Dave contacted Champion Trikes and Sidecars, who is known as the world leader in motorcycle sidecar modification and trike conversions. They too quickly joined the team and agreed to outfit the motorcycles as needed. The motorcycle industry must have been waiting for a charity of this nature, because as Dave continued his search for sponsors he found more times than not those industry leaders saw the value in the idea of motorcycle therapy and they offered whatever assistance they could to bring this concept to reality.
Selecting veterans who can benefit from motorcycle therapy requires a professional touch, so several local veteran organizations were contacted and presented with this new way to assist returning veterans. Within months, the list of veterans identified as potential candidates was narrowed down to eight. With the selection of the veterans completed, the Veteran Charity Ride (VCR)
From left to right; Sean Carroll, USMC veteran and VCR mentor, Robert Manciero, VCR co-founder, Steve Menneto, president of Motorcycles for Polaris Industries, Craig Arrojo, president of Champion Sidecars & Trikes and David Frey, VCR founder. (Photo courtesy of David Frey,Veteran’s Charity Ride)
was created. The first event of this newly formed non-profit veteran’s charity was riding to where Dave had the idea just a year ago, the Sturgis Motorcycle Rally. There was more in store than just a weeklong trip to Sturgis. The group not only met celebrities like Jay Leno and Mark Wahlberg, but they were treated like celebrities at several events both in Sturgis and along the way. They traveled the back roads of America, through some of this country’s greatest national parks, giving the veterans a chance to settle into that piece of mind that comes from motorcycle therapy. The ride also provided a group setting where healing could take place, as they shared their stories with others who understood. The veterans that attended the 2015 Ride to Sturgis all reported that this event benefitted them and made a difference in their life, and several committed to come back for the 2016 Veterans Charity Ride to Sturgis and to serve as veteran mentors.
What started out as a conversation between two veterans has turned into the fastest growing veterans helping veterans nonprofit charity organization in the nation. In 2017 the Veterans Charity Ride will once again host, The Ride to Sturgis. This time it will be with 20 veterans and have major corporate supporters such as Monster Energy and the Sturgis Buffalo Chip Campgrounds. The 2017 Ride to Sturgis also marks the first all-veteran ride, so this truly is a veteran helping veteran charity. There is a lot more in store for the Veterans Charity Ride, with plans for more rides and more opportunities to reach vets in need. You can follow the ride and read more about the veterans being served by the Veteran Charity Ride at veteranscharityride.org.
Spencer Farrow is a retired Navy Chief Boatswain’s Mate. He Started riding in 1986 as an E-5 stationed at NAS Lemoore. He is currently The Director of Health and Safety for J&J Worldwide Services, a leading defense contractor and lives in Austin, Texas where he rides a 2015 Indian Chieftain.
There Are Safer Ways to Go Fast
BY YN1 (SS) ADAM EVANS
Motorcycling
is a hobby people try that, typically during the first day of their safety course, get the bug to ride. That bug, although exhilarating, is potentially dangerous; especially, when riders have the it-won’t happen-to-me mentality. Losing fellow Sailors in a motorcycle crash is one of those things we dread hearing or reading about. Most of the mishaps, and some of the lives lost, could be prevented with proper training, including track days.
I was the person with the invincible sportbiker attitude nearly tripling highway speeds left and right. In 2008, I was presented an opportunity that changed my life by becoming a Motorcycle Safety Foundation (MSF) rider coach. I now constantly search for opportunities to improve my riding, as well as promoting safety amongst other riders. This includes my commitment as a volunteer staff member for a local track organization, promoting track days, and running weekly rides in my local community.
Track days are an amazing and safe way to get the skills needed to prepare motorcycle riders to handle highway speeds and an effective means to get the ‘speed bug’ out of a rider’s system. Riders are able to go out in a controlled
environment without the threat of gravel, debris, other obstacles, and especially other motorists. The best way to slow a rider down on the street is to let them go as fast as they want on a racetrack. There is an awakening moment that happens for riders their first time on the track. There is nothing holding them back, other than their own abilities. Safety is paramount at any track event. Riders take their motorcycles through an inspection station or technician. If the bike is found to be unsafe, it is not permitted on the track. This prevents bikes from becoming a potential hazard. Also, track organizations must ensure emergency medical responders and an ambulance are on station prior to allowing anyone on the track. Control
Motorcyclists speed around a race track during a track day event. The race track provides a safe and controlled environment for riders to ride wihout the limitation of highway laws. (Photo by Ryan Phillips)
ALL PHOTOS: Riders take a spin around the race track during a track day. The race track provides a safe and controlled environment for riders to fufill their need for speed without the limitation of highway rules.
by
Photo
Ryan Phillips
riders and instructors, or track marshals, play a vital role in keeping everyone safe and improving the skill level for every rider. Instructors run the classroom and track sessions. On track, there is typically one instructor for every two students. The easiest way to explain control riders would be to compare them to road police; they enforce rule following and prevent unsafe riding.
Cost for a typical track day is about $200, which can be a barrier for anyone. That’s a lot of money to swallow for a junior Sailor. I was once personally asked, “Why would you spend $200 on a track day when you can go out to some back roads and go as fast as you want?” The answer: one track day is less than the cost of a speeding ticket, after fines and insurance adjustments. On the plus side, track-schools can be added to the approved list with the Naval Safety Center for Level III Training. Sailors can ride fast legally and safely fulfill their threeyear refresher requirements at the same time.
Track-schools are tailored for all levels of riders. Novice schools focuse on fundamentals of riding motorcycles at speed. It is thought of as the next step after completing the MSF standard and/ or advanced courses. It’s a great way for riders to learn, improve, as well as learn the capabilities and feel of their motorcycle at freeway speeds, rather than parking lot speeds. Students are matched up with dedicated instructors and combine a classroom setting with on-track instruction.
Young and older riders alike have a need for speed; however, there are safer ways to crush the speed bug. Track days are the perfect way to bring motorcyclists into the light of safety and responsible riding. Not everyone can be saved from making bad decisions, but if we can save one life by holding these events, it is not only a win for the Navy, but for the Sailors, their shipmates, and their families.
The Pacific Northwest recently had its Second Annual Military Track day. The event was successful and included riders of varied skill, from first timers to
members that compete in race series. One attendee, Electrician’s Mate 1st Class Matthew Case, was quoted saying, “Nothing compares to a day on the track. The safety of going fast on a track vs. the open road makes a big difference; the track is very well maintained. Unlike most motorists on the street, people on the track watch out for each other. The upfront cost is extensive but it pays off for a lifetime of skills learned, friends made, and memories never forgotten.”
Regardless the level of skill, riders leave with the experience of a lifetime. Motorcycle riding is a passion that only those who ride know the feeling. When it comes to speed, there are safe ways to go fast.
YN1(SS) Adam Evans is a leading yeoman aboard the USS Connecticut (SSN 22). Evans has been riding motorcycles for nearly 30 years. He began riding dirt bikes when he was eight. Today he’s a Motorcycle Safety Foundation coach and the motorcycle safety coordinator for his unit.
Evans is also a control rider for Optimum Performance Rider Training where he enforces safe riding and teaches beginner to advanced track riding.
Photo by Dane Anar via Dane Photography
Photo by Ryan Phillips
Size Matters
BY MICHAEL FRANCIS
Isell motorcycles for a living. I love my job because I love motorcycles, and what better way to spend time than riding the bikes that come in, getting to know them, and talking about bikes all day? The most satisfying part of my job is knowing I may save a life by helping someone choose the right bike, but it’s not always an easy thing to do. Ego should follow skill but this is seldom the case.
Most people, especially new riders, want to choose a motorcycle based solely on looks or engine size with no regard to how it relates to their experience level or needs. I’m not saying you shouldn’t buy a bike that gets your heart racing every time you look at it. You should! But people get wrapped up in aesthetic things like how the tank is shaped or the headlights look, when those things have nothing to do with what bike they should be buying.
Bike Fitting
Most people have an idea what type of riding they want to do. Some plan to ride their motorcycle to work every day or want it for weekend cruising. Others want to get off road. There is a bike for everything these days and multipurpose ones as well. Choose what type of bike will fit your preferred usage. The main categories are sport bike, cruiser, adventure, or off road. Many riders switch between these over the years. Take time to research what’s in your price range. Look at bikes online, talk to experienced riders, and check the reviews and videos of what you might want.
Before buying, it’s important to sit on the bike to make sure your feet reach the ground and that you feel confident moving the bike around.
The weight of the bike should be considered for your strength—you need to be able to hold it up and walk back and forth with it. If it is slightly heavy but you can move it around and it fits all the other criteria, don’t be discouraged. You will get used to the extra weight quickly if you ride it regularly. Check the location of the controls, and make sure you can operate them easily and with comfort. The riding position is a personal preference but should also be carefully considered for comfort. You’ll lean forward more on a sport bike but sit more upright on a cruiser. Figure out what position you want to be in when riding and where you want your feet. The foot pegs
will be either forward, mid, or rear sets depending on the type of bike. The height and pullback of the handlebar will determine riding position as well and can be altered if needed. Riding in an uncomfortable position can lead to fatigue and make the bike difficult to handle.
The most important thing to consider is what size motor fits your current skill set. It is crucial to start out slow so you can learn proper techniques to ride safely with the power available to you. Europe has a graduated license for motorcycles; you can’t just go out and buy a 600 or 1000 cc bike your first time. You are required to start small and move up slowly over years for a good reason—it saves lives. Your friends may say you’re wasting your time on anything less than a 600 cc, especially on a sport bike, but that is complete nonsense. Unless you have years of experience on dirt bikes as a kid, you will be beyond your ability. On cruisers, the motor size is not quite as important because the bigger the motor allows you to travel further at lower rpms, not adding much more top speed like a larger sport bike will.
Consider the consequences
Long hours on the highway can be dangerous for new, inexperienced riders. Recently another salesman in my shop had a customer whose girlfriend had never ridden a motorcycle. He ended up buying her one to go on long weekend trips. Within a month, she went on a trip with her boyfriend and his friends. A few hours into the trip, the boyfriend looked back to check on
“ “ It only takes a second to rearend a car in front of you or run into a curb unexpectedly.
her just as she lost control of the bike, shot off the road, and died instantly.
When I talk to new riders, I recommend they start with a bike that fits their size with a small engine for a couple of years before going to the faster, larger bikes, especially if they are into sport bikes. The amount of power sport bikes have is far beyond what a new rider can handle: they are actually street legal race bikes. I see them in our service department frequently with the top of the tank scratched up because the clutch was let out with too much throttle and the bike was hurled out from under the rider suddenly. You may technically be able to ride one, but I can tell you from experience that the power of a sport bike is instant and unforgiving. It only takes a second to rear-end a car in front of you or run into a curb unexpectedly.
On a fast bike in town, you’ll be fighting it constantly to slow down—sort of like walking a huge dog that’s pulling you down the street with little regard to your wishes. If you choose a bike that fits you instead of based on its looks and speed, you will ride it more and enjoy yourself more. Picking the right bike for your skill set means you can enjoy riding for years and can switch to bigger, faster bikes as your abilities improve. It’s a beautiful thing to be out on your bike—a Zen only a motorcycle rider can know. Have fun and be safe out there!
Editor’s Note: This article originally appeared in the fall 2016 issue of The Air Mobility Forum magazine. To see the latest edition of The Air Mobility Forum visit their website at www.amc.af.mil.
Motorcycle Etiquette
BY CAPT MIKE JOYNER
Responsible riding etiquette is essential to your survival on the road. We’ve all seen riders on both sides of the spectrum: the young club rider (wearing a vest) with a death-wish and the 50-something year old wearing all the gear on a 1987 Vulcan 600, with custom additional lights, going the speed limit in the slow lane. Most of us are somewhere in the middle of that spectrum. Regardless of your bike, riding style, or miles ridden, these tips will help you reach your destination in one piece and you may even benefit a fellow rider in the process.
Respect the cages (aka cars) – The Law of Gross Tonnage applies to riding as much as it does to traffic on the high seas. Riders must be aware of their surroundings at all times, regularly scanning for hazards in all directions. In a merge with a cage, the biker will always lose. That said, the most likely threat to your life is directly in front of you, so keep your helmet pointed straight ahead and scan with your eyes!
Keeping your head pointed forward ensures that even if you glance to the side (for any reason), your peripheral vision will catch the object or brake lights that may have otherwise been missed. The only time your head should turn to the side is for the split-second glance for traffic prior to a lane change. It is also important to remember that not every driver will see you and they may unknowingly almost kill you. Don’t get angry. It doesn’t help. Displaying anger at an inattentive driver will only increase the likelihood of a road rage incident (the law of gross tonnage also applies here).
Say thank you or wave – This common courtesy offered to anyone who accommodates a motorcycle is a great way to improve the mood of all motorists. Whether it’s a California driver who moves to the side of the lane to give you more room to split, or a driver on a twisty road pulls to the shoulder to allow you to pass, saying thanks or waving as you pass demonstrates you appreciate the behavior and will likely encourage them to do the same for other riders.
Avoid the junkers – If a driver doesn’t respect their own ride, they probably won’t respect yours. The driver of an expensive and well cared for car is likely very concerned about the traffic around them. They want to keep that car in good condition and will avoid damage at almost any cost. On the contrary, the driver of a car with rainbow bumpers (multiple paint colors rubbed off from contact with other cars) probably isn’t too concerned about damage or you. I noticed bumpers like these on my grandmother’s 1989 Ford Taurus just before she lost her license. Give cars like these a wide berth.
Don’t flash your high-beams – While I haven’t seen this done in a while, high beams should only be used to signal that you intend to pass and should result in the person in front of you moving to a slower lane to allow you to go by. Know that some drivers and riders take offense to flashing your high beams; they interpret the signal as a visual, “Hey you!” Some drivers may misinterpret a quick flash of the high-beams as your visual indication of approval to turn in front of you. The worst situation occurs when a driver in opposing traffic wants to turn left and cross your path of travel. If you flash your high-beams at them to ensure that they see you, they may think you are going to slow down to allow them to go; bad news!
Take care of your fellow riders – Check out the bikes around you. If you see something wrong, broken, or missing from someone’s bike (like a faulty brake light, bald tire, or a leak), say something; they may not be aware and you might just save a life.
Keep the shiny side up and the rubber side down!
CAPT Mike Joyner is the commanding officer of the NOSC, North Island. He has been riding for 10 years. Joyner’s bike of choice is the BMW K1600 and Buell Firebolt.
Ducati’s New 1200S Just Might be the Bike For You
BY NIKA GLOVER, RIDE EDITOR
In 1944 Aldo Farinelli began developing a small pushrod engine called a cucciolo (Italian for puppy) for mounting on bicycles. Six year later they had sold 200,000 and large companies took notice.
Antonio Cavalieri Ducati saw the benefit of the bike engine and announced in 1950 that the Ducati firm would offer it’s own cucciolo-based motorcycle. The first Ducati motorcycle was a 48 cc bike weighting just 98 pounds with a top speed of 40 mph.
As the market moved toward larger motorcycles so did Ducati. Since then the company has made many bikes to meet the needs of sport bike enthusiast.
This year Ducati released it’s latest sport bike, the Ducati Monster 1200S. In considering it’s design, Ducati went back to the origins of the Monster, which takes inspiration from the original sport naked bikes. The 2017 model is a sleek high performance naked bike that has some reflections of the past with technology and updates of the future. The new model is objectively better in many ways with a revised motor that is smoother at lower revs to ensure city street riding would be as enjoyable as track racing.
The S version has fully adjustable Ohlins fork, shock and Brembo M50 calipers that boast 330 mm discs. The 1200 S is
a quick-shifter with a wheelbase that’s an inch shorter than it’s predecessor.
The six-speed bike was designed with hills and curves in mind but as with most sport bikes, the best way to experience it’s full speed is on a track. With a top recorded speed of 160 mph in fifth gear the Monster would satisfy any need for speed. While the bike is a six speed, its sixth gear is designed for cruising on the highway at a lower rpm to reduce fuel consumption at high speeds.
The fuel tank and tail section were reshaped to make it light and lean. It has new passenger pegs and peg mounts that don’t get in the way of the rider’s feet.
Ducati made some minor changes to the engine by slightly enlarging the oval throttle bodies to 56mm versus 53mm with increased compression ratio of 13.0:1 (up from 12.5:1).
The bike has valve-adjustment intervals that have been lengthened to 18,000 miles and the seat height is adjustable. A removable passenger seat cover is also included. The 1200 S rev-matches downshifts to its quick shifts, which could throw off some new owners who are used to a slower transition. This interesting technology is part of what makes the bike unique and gives the rider an unusually smooth riding experience.
The base Monster 1200 is available in red for $14,695. The 1200S is available in red for $16,995, or gray for $17,195.
FRONT BRAKE: 2 x 330 mm semi-floating discs, radially mounted Brembo Monobloc Evo M50 calipers, 4-piston, radial pump with Bosch cornering ABS as standard equipment
REAR BRAKE: 245 mm disc, 2-piston calliper, with Bosch cornering ABS as standard equipment
FUEL TANK CAPACITY: 4.36 US gal - (16.5l)
WET WEIGHT: 465 lb (211 kg)
SEAT HEIGHT:Adjustable 31.30 - 32.28 in (795 - 820 mm)
Motorcycle Safety Class Erases Negative Effects of Biker Persona
BY AWS1 DOUGLAS CRISP
Imagine the wind crisply zipping past your ears as your eyes scan the rolling hills and colonial homes when you cruise by them. Your feet shift smoothly and you readjust your grip as you accelerate into the sunset. You are comfortable, confident, and poised for success. You are a rider, a fearsome individual who defines them self by bringing the open road to heel. More importantly, you are an American Sailor. You and your fellow shipmates defend freedom and democracy around the world. You walk a fine line between cautious vigilance and eager thrill seeking. How do you balance these two very different parts of your life in a way you’re comfortable with the world seeing?
The persona of a biker can harm you and your shipmates in many ways you might not have thought of. As they all too often do, the public frequently labels people at a glance. If you’re one of those riders who prefer a Harley and leather jacket, you may unknowingly be viewed as an outlaw or member of a biker gang. If you’re more likely to be found on a high performance sports bike, the public opinion could be just as unfavorable for completely different reasons.
You’re likely viewed as a reckless and a danger to yourself and others. With all these things seemingly stacked against you, what can you possibly do? The answer begins with the training and education you receive from the motorcycle safety representative (MSR) course. It expands your comfort level and helps to keep you and others safe. To take it further, you need to ensure the way you carry yourself and interact with others conveys an image you can be proud of. Again the education piece lies with you and simply how you ride. Be aware. Be vigilant. Ride safe!
Snapping back to your ride, you notice that other riders that
have joined your command ride. You are an integral part of a culture that you and your upper chain of command are responsible for fostering. Your program is inclusive; you host monthly safety talks and bi-annual rides. Command motorcycle festivals and fundraisers are held to help with motorcycle awareness and MWR. The comradery is apparent. Your executive officer is a newer rider but is just as motivated as everyone else. His open door policy and his love for riding are shared by all riders. He has even developed a patch to wear by the command riders to show enthusiasm amongst the ranks. Your commanding officer is becoming very motivated to attend the basic riders course to educate himself on the rules and regulations of proper riding as a Sailor.
The importance of having an outstanding motorcycle safety program is imperative. Your MSR should always educate their Sailors on changes, keep a running tally of contact information and qualifications, hold monthly meetings, and properly educate command personnel (not just riders) on the importance of safety and regulations. This program should not be left to the wayside. Improper education can hurt not only the culture, but can provide means to avoid a potential mishap. Stay vigilant and watchful. Always remember; Four wheels move the body, but two wheels move the soul!
AWS1 Douglas Crisp is the operations lead petty officer and motorcycle safety representative for HSC-26. Crisp has been a rider for 19 years. He currently rides a 2009 Harley Night Train.
Photo by Mass Communication Specialist 2nd Class Kristopher S. Wilson
Chaplain Marks 30 Years of Riding Motorcycles, Offers Safety Tips
BY LCDR JENNIFER CRAGG, NECC PUBLIC AFFAIRS
For more than 30 years, nearly as long as he has served in the U.S. Navy, CAPT Bruce Boyle of Navy Expeditionary Combat Command (NECC)/NECC Pacific has been riding motorcycles, all types from dirt bikes to Harleys.
Whether riding a bike from home to his current command or riding across the country, Boyle has collected many lessons learned both on and off the road along the way.
“Riding a motorcycle is one of the greatest experiences on earth but always ride within your skill level and situational limits,” said Boyle. “Some
of the best advice I have received for driving safely on the roads is from the Motorcycle Safety Foundation’s basic and advanced rider courses.”
While Boyle cautions drivers to be on the lookout for motorcyclists he adds that everyone who drives on roadways should always, take an extra moment to look for motorcycles in changing lanes and turning at intersections.
To avoid collisions or near mishaps Boyle has used the Search-Evaluate-Execute or (SEE) method.
Boyle, who currently owns a 2006 Harley Davidson Ultra
Classic and a 1999 Dyna Wide Glide said, “By using ‘SEE’ it helps me to assess and respond to road hazards before
S.E.E PROGRAM AT A GLANCE
I have to react to an emergency and I give myself space and time to search for traps and escape paths.”
BY JEFF COB, MOTORCYCLE.COM
The word “SEE” is an acronym for a learned process of seeing, assessing and responding to traffic, the road, and more. It stands for “Search, Evaluate, and Execute.”
SEARCH
Whether riding an interstate highway, suburban street or backcountry road, your goal is to visually recognize anything that could affect your control and safety. The idea is to consciously recognize not only what’s right in front of you, but to also look 12 seconds ahead, and be aware of what’s 360 degrees around you as well.
The categories of things you continually look for are:
1. Traffic control devices and markings
2. Road characteristics and surface conditions
3. Other roadway users
EVALUATE
You need to effectively process the visual information you are continually taking in. The SEE system advocates you evaluate the three main categories you recognized in your search, as follows:
Traffic control devices and markings - Remember the car blowing through a stop sign example? Motorcyclists need to be extra aware that just because there are traffic control devices or markings on the road, it does not mean every one will obey them. Road characteristics and surface conditions - Is the road hilly, curvy, two-lane, four-lane, lined with driveways, or likely to have wildlife like deer darting out in front of you?
Further, “reading” the pavement quality is an essential learned skill. Is the road gravelly or smooth? Is it full of patches and potholes? Is the road asphalt or concrete? Are there signs, posts, guardrails, or other objects that you could crash into?
Other roadway users - Becoming “street smart” on a motorcycle means learning to anticipate and be ready to compensate for other drivers’ potential errors in judgment. Overall, “evaluating” is about developing excellent on-the-fly judgment. In doing this, you must take into consideration your own bike handling skills, your bike’s capabilities and limitations, and the big picture on roadway or traffic conditions.
EXECUTE
Here’s where being assertive and proactive come into play. As you search, you may evaluate a risk. Maybe it’s someone on a cell phone not looking and turning left in front of you at an intersection. What do you do? You may have less than a second to do whatever it is, so being decisive is key.
Three possibilities:
Communicate - You could honk your horn, or even wave if possible. This is your most passive option because you are hoping someone else will respond to you.
Adjust speed - Can you stop in time? If so, is someone riding your tail? Could you accelerate through and beat the driver?
Adjust position - Can you steer around the turning car? (You could do this while accelerating, but this is an on-the-spot judgment call).
EDITOR’S NOTE: This article originally appeared on the motorcycle.com website courtesy of the Motorcycle Safety Foundation.
CAPT Bruce Boyle, has been an avid motorcyclist for 30 years.
(Photo by Mass Communication Specialist 2nd Class Travis DiPerna)
BMW Unveils Its Safest Motorcycle
BMW is well known for their powerful engines. In 1921 the company began making engines and today operates under the BMW Motorrad brand. The company has made multiple engines, but nothing like its latest reveal.
In late 2016, the company unveiled their most futuristic bike to date; the BMW Motorrad Vision Next 100.
The idea was to create a bike that would protect a rider from accidents. Unfortunately the company also claims it would eliminate the need for a helmet, an idea which has not received a lot of praise. The bike is designed to automatically adjust banking angles while a set of smart glasses scan for potential hazards, which would alert the driver in advance. Instead of the bike’s front wheel moving from side to side, it moves the entire frame and the stabilizing system keeps it from tipping over.
The bike’s overall design came from the company’s BMW R32 that was originally created in 1923. Its bearings and joints are hidden to make the bike look like a vehicle built from a single frame. The bike is sleek and lightweight in appearance but heavier to the rider, which keeps it well grounded for safety.
The bikes austere appearance definitely gives it a futuristic appeal and the lack of displays and buttons makes this bike a minimalist’s dream.
BMW hasn’t announced a release date or any official plans to take it past the prototype stage. If it ever does reach the market, it’s quite possible the bike will change motorcycling, as we know it.
APWorks Builds 3D Printed Motorcycle
These days you can print just about anything on a 3D printer short of water and air. The technology has been used to print everything from artificial organs to plastic guns. The latest to take advantage of the 3D printing craze is the motorcycle industry.
Last summer German Airbus subsidiary APWorks unveiled the Light Rider, a metallic 3D printed motorcycle with an organic exoskeleton. It contains a hollow framework that literally looks like a skeleton. The lightweight bike has cables and pipes integrated into the framework, which means the bike only weighs 77 pounds.
To get a bike this light, 3D technology had to be incorporated without using conventional production technologies. The bike is also run by an electric motor, eliminating the need for a heavy gas tank load. However the unique design only allows for the bike to reach 50mph. Although it’s not built for speed or distance, the bike is perfect for cost-effective city riding.
The company used an algorithm based on natural growth patterns with a frame that is able to handle the daily stress demands of motorcycling.
APWorks has only produced 50 of the Light Riders so far and they will retail online for $42,340. The bike will price most people out of the market, but if you’re simply interested in having a unique piece of futuristic technology it just might be the perfect bike for you.
Honda Creates Self-Balancing Bike
In January, Honda revealed the prototype for a self-balancing motorcycle. The bike could be moved without being controlled by the rider and it won’t fall over. The company is calling the technology moto riding assist, which enables the rider to simply hop on the bike and go. No need for kickstands and balancing as the bike looks as if it has a mind of its own.
The company believes this new technology could greatly reduce accidents in slow-moving traffic and decrease the chances of falling over while the bike is standing still. The self-balancing bike is powered by a digital system that disengages the handlebars when the bike is traveling at speeds below 3mph. The computer can sense leaning and takes control by swinging the wheel to either side to counteract tipping. It is also capable of lowering the bike’s center of gravity to increase stability.
This technology was created with new riders in mind who tend to experience more tipping as they are learning to ride.
It could increase the rider’s confidence as they learn to ride and over time they could move toward a bike that doesn’t require the technology. It takes away the anxiety of falling but it does not replace safety gear such as a helmet, jacket and gloves. While the bike is a great concept and could significantly decrease road deaths, it’s still in the prototype stage with no set release date or price set yet.
Johammer
J1
Electric Motorcycle
Johammer Produces Unique Electric Bike
If you’re in the market for a unique retro looking, environmentally friendly motorcycle the Austrian company Johammer has created an electric motorcycle for you. The Johammer Electric Motorcycle was created as a roadster and intended for riding enthusiasts who wanted to be earth conscious as well. This odd-looking bike has some key aspects that would leave the most experienced riders quite impressed.
One of the most unique features of the bike is that it doesn’t have a typical dashboard. Instead it has a speedo or charge indicator built directly into the panel mirrors. Unlike most electric bikes, the Johammer has an extended range and battery power. It can cover more than 124 miles per hour on a full charge that’s longer than some gas fueled bikes. Here’s how the bike works: The electric motor and controller are integrated into the rear wheel with no maintenance required. Putting the motor there allows the bike to sustain a charge and this is a special advancement in battery pack development that no other bike has.
The bike’s mainframe is torsion-resistant aluminum and offers adequate space for the shock absorbers and battery pack. The bikes center of gravity is 350mm and offers a secure balanced feel when riding. The handlebars and footrest are adjustable to suit varying rider sizes. It has a twin arm box-section with progressive suspension control to equalize nodding when braking. The bike comes in five colors and a price tag slightly over $30,000 depending on which version and color you choose.
2017’S BEST BUYS
The market is saturated with plenty of bikes to choose from. However, when most people are planning to buy a bike (especially if it’s their first) they want quality along with a good price. Often the bikes with the most advanced motorcycle design, technology, optimum speed, acceleration, braking and maneuverability are also often the most expensive.
When faced with a strict budget and a desire to purchase a bike that will last, consumers should consider bikes that will withstand the test of time. Whether your budget is $3,000 or $20,000 there is a bike that will suit your riding needs. This year several bike companies came up with the perfect paring of quality and price. From light weight sportbikes to heavier classic styles, theses 10 bikes offer comfort and amenities for any budget.
Editor’s Note: This list is courtesy of Popular Mechanics. As with all motorcycles, quality body armor is required to ride these 10 bikes. The appearance of these bikes do not constitute an endorsement by the Department of Defense , U.S. Navy or U.S. Marine Corps.
2017 Yamaha SCR 950
The new Yamaha SCR 950 has vintage lace wheels and old school number plates. It looks like something that would roll right out of Steve McQueen’s garage in the 1970s. The new on-off road scrambler-style machine is based on the bones of the Yamaha Bolt cruiser, including its 942cc air-cooled Twin. But the transformation to SCR was accomplished by adding a taller suspension and handlebars for a comfier riding position. With an estimated 51 mpg, the SCR is a bike that looks like a weekend toy but makes for an excellent daily rider. Base Price: $8,700
2017 Suzuki Vanvan 200
The original Vanvan dates all the way back to the early 1970s. Don’t expect much power—there’s just a 199cc single cylinder thumping away and backed by a five-speed. But because it weighs just 282 pounds, it should be plenty nimble and quite a bit of fun to ride around town. The Vanvan is built for comfort with a thick, wide seat and upright controls. So here would be a great first bike for someone that doesn’t want to spend a lot on their new hobby. Base Price: $4,600
2017 Triumph Street Cup
The new Street Cup, based on the Bonneville, is like a smaller, cheaper, and friendlier Thruxton. The Cup uses the mildly-tuned 900cc version of the parallel twin engine but engineers included a throatier exhaust system. It was designed to look like a classic café racer. The rider sits low and forward on this bike, thanks to the low handle bars, and hides behind a small flyscreen. The Cup might look vintage but Triumph has loaded it with modern tech like throttle-by-wire and ABS. Base Price: $10,500
2017 Honda CBR500R
Honda’s middleweight sportbike, The CBR500R, is one of those rare bikes with wide appeal. The 471cc parallel twin is smooth and torquey and happy to rev, and the suspension is very comfortable and compliant. The CBR500R benefitted from some substantial changes last year including a revised suspension, new styling, and both a new exhaust and intake. Translation? It looks and sounds even better than before. But what hasn’t changed is its status has a gateway to sport bike culture. Base Price: $6,500
2017 Kawasaki Z125 Pro
The new Z125 Pro is ultra-compact and light (225 lbs.) Plus it undercuts that Honda in price. In fact, it’s the only bike on our list that dips below $3,000. The low 31.7-inch seat height means it’s an easy machine for riders with nearly any stature. The Z125 certainly looks aggressive and has a sport-style suspension that should make it a blast around town. Of course, if you need to hit the freeway, this little Kawi won’t cut it. But Z125 should return close to 100 mpg, which might make it worth it. Base Price: $3,000
2017 Victory Octane
Victory motorcycles don’t come cheap, and practically never go south of $10,000. But that changes this year with the new Octane. Although not an all-new motorcycle—it shares quite a bit of its mechanical makeup with the Indian Scout 60. The 1200 liquid-cooled V-Twin is a modified version of what powers the Scout. It’s also where it delivers 104 hp and 76 lb-ft of torque. The suspension has been calibrated for a sportier feel, too. This lower-priced machine is also one of the quickest and most rewarding to ride in the company’s lineup. Base Price: $10,000 (gloss black)
Ducati SuperSport
Ducati has created a sportbike that’s friendly to ride every day. The riding position is more upright so less of your bodyweight is focused down on your wrists. It has 937cc liquid-cooled L-Twin that puts down 113 hp way up at 9,000 rpm. And with just 463 pounds to pull around, it certainly won’t be lacking when the road twists. The Supersport comes standard with a system that dials in specific riding and power modes (not unlike a modern high performance sport sedan) and includes traction and ABS. Base Price: $13,000
2017 Moto Guzzi V7 Stone II
Last year Guzzi upgraded the V7 enough to warrant the “II” at the end of its name. What you get in this new V7 is a roomier ride, thanks to a half-inch lower seat and an engine pushed forward in the chassis. Speaking of the engine, there’s a new 750cc, air-cooled V-Twin linked to a six-speed transmission replacing the old five. The V7 is no sportbike but the V-Twin is loud and sweet. The V7 Stone might have a foothold in the past, but it’s actually loaded with tech. Guzzi includes ABS as well as traction control. Base Price: $9,000
2017 Harley-Davidson Road Glide
The new Glide is the least expensive bike Harley-Davidson offers with its massive, all-new 107 cubic-inch (1753cc) Milwaukie Eight V-Twin. It’s not often that Harley completely redesigns its engines, and this one is significant because it has to carry the company into the future tackling stricter emissions and noise regulations. Harley says the new motor delivers more torque (10 percent) thanks to the four valve heads and a bump in compression. Harley also worked to reduce vibration and heat while also improving fuel economy. Base Price: $19,000
2017 BMW G310R
You don’t typically think of BMW as cheap bikes, but the new G 310 R is here to change that. The new bike uses a 313cc liquid-cooled single cylinder that cranks out 34 hp up at 9,500 rpm. It weighs just 350 pounds. But the thing that makes the new BMW such a standout in this smaller-class of sporty bikes is the high-level of craftsmanship with which it’s built. This doesn’t look or feel like a budget bike. And like the more expensive BMWs, this one is fitted with ABS standard. Base Price: $5,500 (est.)
Things All Drivers Should Know About Motorcycles
The Motorcycle Safety Foundation’s mission is to make the nation’s streets and highways safer for motorcyclists through rider training programs, operator licensing programs, and public information campaigns. While these priorities continue year-round, May is designated Motorcycle Awareness Month, which provides the MSF an additional opportunity to enhance drivers’ awareness of motorcyclists who share the road with them just as the spring riding season kicks off.
“It’s fact that car drivers and other motorists are at fault most of the time
in multiple-vehicle crashes that involve a motorcyclist,” said Motorcycle Safety President Tim Buche. “That’s why we’ve initiated several public outreach tools specifically targeting the driving community. MSF has life-saving messages for everyone, whether they are behind a handlebar or behind a steering wheel.”
In 2007 MSF launched a new website offering safety tips, video instruction, and other resources to help car, truck and bus drivers learn how to safely interact with motorcyclist on the nation’s streets and highways. MSF offers these timely guidelines from www.forcardrivers.com.
Over half of all fatal motorcycle crashes involve another vehicle. Most of the time, the motorist, not the motorcyclist, is at fault. There are a lot more cars and trucks than motorcycles on the road, and some drivers don’t recognize a motorcycle — they ignore it (usually unintentionally).
Photo courtesy of Wikimedia
2
Because of its small size, a motorcycle can be easily hidden in a car’s blind spot (door/roof pillars) or masked by objects or backgrounds outside a car (bushes, fences, bridges, etc). Take an extra moment to look for motorcycles, whether you’re changing lanes or turning at intersections.
3
A motorcycle may look farther away than it is. It may also be difficult to judge a motorcycle’s speed. When checking traffic turn at an intersection or into (or out of) a driveway, predict a motorcycle is closer than it looks.
4
Motorcyclists often slow by downshifting or merely rolling off the throttle, thus not activating the brake light. Allow more following distance, say three or four seconds. At intersections, predict a motorcyclist may slow down without visual warning.
5
Motorcyclists often adjust position within a lane to be seen more easily and to minimize the effects of road debris, passing vehicles, and wind. Understand that motorcyclists adjust lane position for a purpose, no to be reckless or show off or not to allow you to share the lane with them.
8
Stopping distance for motorcycles is nearly the same as for cars, but slippery pavement makes stopping quickly difficult. Allow more following distance behind a motorcycle because it can’t always stop on a dime.
9
When a motorcycle is in motion, see more than the motorcycle — see the person under the helmet, who could be your friend, neighbor, or relative.
6
Turn signals on a motorcycle usually are not self-canceling, thus some riders (especially beginners) sometimes forget to turn them off after a turn or lane change. Make sure a motorcycle’s signal is for real.
10
7
Maneuverability is one of a motorcycle’s better characteristics, especially at slower speeds and with good road conditions, but don’t expect a motorcyclist to always be able to dodge out of the way.
If a driver crashes into a motorcyclist, bicyclist, or pedestrian and causes serious injury, the driver would likely never forgive himself or herself.
Since 1973, the Motorcycle Safety Foundation has set internationally recognized standards that promote the safety of motorcyclist with rider education courses, operator licensing test, and public information programs. The MSF works with the federal government, state agencies, the military, and others to offer training for all skill levels so riders can enjoy a lifetime of safe, responsible motorcycling.
Editor’s Note: This article originally appeared in the spring 2012 issue of Air Scoop magazine. The information is courtesy of the Motorcycle Safety Foundation.
avoiding
MOTORCYCLE ACCIDENTS
KEY FACTs IN MOTORCYCLE Crashes
In 2015, 4,976 people died in motorcycle crashes nationwide, up 8.3 percent from 4,594 in 2014, according to a National Highway Traffic Safety Administration report.
In 2015, 88,000 motorcyclists were injured, down 4.3 percent from 92,000 in 2014.
In 2014, motorcyclists were 27 times more likely than passenger car occupants to die in a crash per vehicle mile traveled, and almost five times more likely to be injured.
There were 8.6 million motorcycles on the road in 2015.
Source: Insurance Information Institute http://www.iii.org/ issue-update/motorcycle-crashes.
27% Alcohol Related
HELMET LAWS in the united STATEs
QUICKTIPS
Conducting a bike check before riding is not only smart but could be life-saving. Before you ride, consider these eight motorcycle inspection tips.
1. TIRES
Check your tires to make sure they are properly inflated. Checking them when they are cold is best. Check them for any wear, anything embedded, broken or damaged spokes and rims, and make sure the tread is adequate.
2. LIGHTS
Make sure all light are in good working order. Look at the head lights, brake lights and turn signals. Check that the covers are not loose or cracked, are free of dirt and bugs, and that the bulbs are bright.
3. CONTROLS
Make sure your cables are in good condition, not worn or frayed, no kinks or bends, and are securely connected. Check the clutch and brake levers. Make sure they are not loose, that they pull easily and return to their proper position. Look at your brake and shifter, making sure they are attached securely and not bent. Double check the brakes.
4. FLUIDS
Check the fluids and make sure the oil level is sufficient. Improper oil levels could cause damage. Everyone should know their break correct oil weight and how to check it. Check the gas because you may have used more than you realize or forgot to fill up on the last ride.
5. KICKSTAND
Check that the kickstand is properly attached, not loose, wobbly or bent. You don’t want to be riding down the road, look in the mirror and see your kickstand bouncing down the road behind you.
6. ENGINE
Check the engine transmission and top off fluids periodically. Frequent need of tip ups could indicate a possible leakage or another problem.
7. MIRRORS
Set your rearview mirrors for an optimum field of vision.
8. CHAIN
Adjust the chain correctly and lubricate it with a purpose specific chain lubricant.
8 Point Safety Check
T-CLOCS DECODED
COMPILED BY THE RIDE STAFF
TheT-CLOCS inspection checklist shows you what to check and what to look for when inspecting your bike. Although it’s not mandatory, before you ride, consider conducting a T-CLOCS check to ensure your safety on the road.
T = TIRES AND WHEELS
Tires are a motorcycle’s only source of traction. Must be good quality and in top condition. Check the air pressure regularly. Regularly inspect the tire-tread depth. Make sure wheels are free of cracks and dents.
C # 1 = CONTROLS
Controls include levers, the throttle, cables and hoses. Levers should be tight in mounts but still pivot freely. They should not be broken or bent.
Cables should be kinked. The throttle cables shouldn’t pull when the handlebars are turned.
Inspect the hoses on hydraulic disc brakes for cracks, cuts, leaks, bulges, and chafing.
Make sure each brake alone will keep the bike from rolling.
L= LIGHTS AND ELECTRICS
Make sure the brake light works with both brake controls. The headlight should be aimed correctly on both low and high beam.
Check your turn signals, horn and engine cut-off switch. Adjust mirrors properly and remember they don’t completely eliminate blind spots.
Inspect wiring for cracks, fraying, mounting, and chafing of the insulation.
Look out for disconnected or broken wires.
Keep the battery fully charged and serviced.
O = OILS AND OTHER FLUIDS
Keep the engine oil filled. Change it per your owner’s manual. Engine oil lubricates the transmission and clutch, making regular oil changes that much more critical.
Signs of trouble: poor starting, sluggish throttle response and unusual noises.
- Check all surfaces for oil leaks.
- If your motorcycle is liquid cooled, inspect the coolant level.
- Check the radiator and hose for cracks or leaks.
- Replace your fuel filter, and don’t let it get clogged.
C #2 = CHASSIS AND CHAIN
Inspect the frame for cracks.
Raise the front wheel of the ground and move the handle bars from side to side. The forks should move freely and quietly. Raise the rear wheel and inspect for signs of play in the swing arm.
Check the suspension for smooth movement, especially the fork and shock seals.
Make sure the drive chain is aligned and has the right tension. Lubricate the plates and rollers on the chain at the end of a ride while it’s still hot.
Inspect the sprockets for hooked or broken teeth.
S = STANDS
Make sure the side and/or center stands retract fully out of the way when riding.
Many modern motorcycles have an engine cut-off that prevents the engine from running if the stand is down while the transmission is in gear.
Sometimes the Obvious Isn’t So Obvious
BY PO3 JOSEPH HENRICKS
Istarted riding in 2008 and my ride would turn out to be a new leftover model 2007 Kawasaki Ninja 250. I’ve always been good with finances which played a large part in the purchase of my Ninja 250. At only $3,000 brand new it was an obvious buy during the gas crunch. Unfortunately the same care with money that led to a great bike purchase would lead to some other pretty bad ones.
My first set of riding gear would prove awful in retrospect. A $40 helmet, $60 jacket, and $20 riding gloves from an auction site would all fit terribly and be very poorly rated for safety. I’m really glad I never had to test that gear. It was far better than going without but I should have bought higher quality gear from the start.
My inadequate helmet would be the first thing replaced, replacing it with an HJC CL-16 at the cost of $129. The difference in fit, comfort, and noise reduction was astounding. I recommend that if you are going to spend more on something, your helmet is at the top of the list. The rest of my gear would not be replaced for a while.
The first non-gear issue I would address would be my lack of 12 volt power. Getting a little lost on some back roads can be a lot of fun, but getting lost and having a dead phone battery is quite the opposite. Luckily, my bike came with some connections ready to go. I picked up a 12 volt lighter plug for $20 and set myself up with some DC power to keep things like GPS alive.
At this point I made a trip from Pennsylvania to Florida. The car I was going to use had just been totaled so I decided to give the Ninja a chance. I made the thousand mile trip in one day to save money. This was far from my best decision but a cool accomplishment.
It was on this trip I learned the importance of warm gear. My ski pants and a sweater under my cheap riding jacket were just barely enough. This is also when I discovered the vibration of my Ninja at highway speeds was killing my 5V USB charger adapters.
It took me way too long to figure out the puzzle of “why do I need to keep wiggling this thing.” If I had been on the road another half hour my phone would
have run out of power, leaving me lost in the middle of nowhere in Florida without any idea where to go.
In Florida, I changed only my front sprocket ($15) to more appropriately gear my bike for the highway on the trip back. Unfortunately, not changing the rear sprocket and chain as well would cause it to fail in a horrible way. It was loose in some positions but tight in others. A hundred miles from home it got so bad I started to feel my chain binding and had to stop. Sadly, the tools on board wouldn’t loosen the nut for the tire and I had to call a friend to get me.
The next safety issue I had to address was, in my opinion, a design flaw of the Ninja 250. I was pulled over on a ride home at night only to discover my running light in the rear tail was out. The old Ninja 250 only had one light in the rear and without it I was basically dark.
The officer just wanted to give me a heads up so I didn’t get run over and let me go. This would prove an easy fix as the bike has two side light housings that can use bulbs that Kawasaki never utilized (likely a cost saving choice). This fix only cost me about $20 total but I now have three bulbs and no fear of going dark again. This is still one of my favorite upgrades to my bike. Being seen equals staying alive.
Since then, I’ve upgraded my jacket ($139), helmet ($129) and gloves ($20) again. I’ve managed to ride eight years without dropping a bike yet. Riding is all about having time to react and creating safer conditions than you are given. As you can see from my story, I’m far from perfect but I take a lot of precautions to help alleviate safety issues. Putting safety first will always help you keep the rubber on the road, and if you go down the right gear can get you out of a bad situation without a scratch. I know this should all be plain to see, but sometimes the obvious isn’t so obvious.
PO3 Joseph Henricks owns a 2007 Kawasaki Ninja 250r and a 2006 Kawasaki Z750. He also has eight years of riding experience.
Shaken Up and Stirred
BY MU3 (SW) DANIEL WEBER
Iearned my motorcycle license in June of 2010, shortly after completing the Basic Rider Course in Virginia Beach, Virginia. I completed the Advanced Rider Course in late 2011 and again in 2014. Regardless of how many hours we accumulate in the seat, we should never let our guards down.
On a particular day in 2015, I encountered a situation that was easily avoidable if I had been more patient and attentive. It was a cold and rainy afternoon and I was only riding about 5 miles from my a friend’s house back to my house. I was wearing my helmet, jacket, jeans, boots but no gloves because when I left home, it was sunny and beautiful. On my ride back home, the nice weather turned to cold and rain. Cold and rain are magnified when on a motorcycle, even when driving on city streets.
The SUV in front of me was driving 25mph across a long stretch of road that is 35mph with no passing lane. I was following about one car-length behind, which inhibited my ability to see the truck and trailer that was stopped at the T-intersection ahead on my right. The slow driver in front of me signaled to turn right onto that T-intersection, but was taking its dear time making the turn.
When there was enough room within the lane to pass, I overtook it, not realizing that the truck at the stop sign
was also pulling into the intersection and was looking to his right, advancing until he completely blocked my lane before finally seeing me.
Unable to swerve to the right (due to the trailer), I swerved left and was lucky enough to not be hit by oncoming traffic as I laid my bike down and slid about 30 feet while maintaining my position in my seat. As I laid with my bike on the double-yellow line, my first concern was getting myself and my bike to the curb.
The road had torn a hole in my engine which ceased and all of the oil leaked out. The driver of the truck ran to me and helped me push my bike to the curb. My nerves were shot, and I was shaken up.
I didn’t know if I was hurt or how badly. My hand was bleeding, my left hip really hurt, and there was a huge hole worn into the hip of my jeans from where I slid. When the police showed up, I explained what happened, and the truck driver was cited for failure to yield, even when we both made it clear that I was partially at fault for following too closely.
Still, the truck entered the intersection before the SUV finished the turn, thus justifying the citation. Luckily, I walked away with only a bruise on my hip, a cut on my hand, and minor damage to my helmet and jacket.
There are a few lessons to take
away from this incident. 1) Even if the weather was nice, it’s a good idea to be prepared for the weather to change. 2) Don’t get impatient! 3) At every T-intersection, assume there’s a car that will run the stop sign, or assume the car won’t see you and it’s up to you to be prepared to defer right-of-way and to stop. 4) Always wear a helmet and protective equipment. 5) Do not have sharp or solid objects in your pants’ pockets.
This includes keys, coins, and your cell phone, because the keys and coins can easily puncture your clothes and skin if you fall on them, and your phone will shatter if it’s in your jeans’ pocket. Instead, keep these items in your jacket pockets.
6)If you are stopped at a T-intersection and a car is coming from the left to make a turn on your street, instead of assuming they’ll complete the turn, assume there’s a motorcycle behind the car. This is especially true if there are two lanes in each direction.
MU3(SW) Daniel Weber is a guitar instrumentalist and a public affairs petty officer. He officially began riding motorcycles in 2010.
Trouble in Hawaii
BY DOUG SIMMONS
I am lucky enough to be living and riding on Oahu, in the great state of Hawaii. I moved out here about two years ago to take a new job.I have been riding for 40 years and currently ride a 2011 stock Harley-Davidson Road King. I was looking for a group to ride with when I first arrived on Oahu. I hung around with the Honolulu Harley Owners Group (HOG) chapter for a while and decided to join the chapter. I had never met a group of more friendly and welcoming people in my life.
On Dec. 30, 2015, I was on the way to meet a friend and go for a ride on the North shore. (You can do that here in short sleeves, in December!). As I was going up the on ramp to the freeway I was involved in a multiple car collision when someone decided to stop suddenly on the ramp. I went from 35 miles an hour to zero in an instant and collided with a truck in front of me.
When I awoke I was under the truck and badly injured. I was transported to a local trauma center and then admitted to intensive care with eight broken ribs and a left shoulder broken in four places, not to mention numerous road rash scars on many parts of my body.
I was not wearing a helmet. I had on a T-shirt, leather vest, jeans and boots, and fingerless leather gloves. The weather was clear, a beautiful day and the roads were dry. It was about 10
o’clock in the morning. The accident occurred on the on-ramp to the H-1 freeway at Pearl City. This ramp and intersection have a strange set up and could be confusing to someone not familiar with the area. There are three lanes on the ramp side. The farthest lane to the right feeds into the on ramp and the other two lanes continue under the freeway.
There are two stoplights that control these lanes. If you are going to the on-ramp you are not required to stop. The way the stoplights are positioned, if you are not familiar with the setup it would be easy to think that the stop light affected the far right lane and you might stop when it was not required.
On the right hand side of the road is a postage stamp size sign informing you that your lane may proceed and does not have to stop. The speed limit on the on
ramp is 35mph.
I was proceeding up the start of the ramp behind three vehicles. As we reached about 35mph the lead vehicle suddenly slammed on the brakes and stopped. I believe they were confused by the stop lights in close proximity to the ramp. The number two vehicle swerved to avoid hitting the stopped vehicle. The number three vehicle, a truck directly in front of me, had no time to react and slammed into vehicle number two.
I had just kicked the bike into third gear and was starting to accelerate when I witnessed the truck to my front impacting vehicle number two. It happened so fast that the trucks brake lights never came on.
I was about one car length behind the truck. I locked up the brakes and the bike began to skid on some loose gravel in the road. The front forks turned sideways. As I let off the brakes to try and recover I realized that I was going to hit the truck and I had no escape route. I hit the brakes again and laid the bike down. The last thing I remembered was impacting the rear of the truck. This all took place in less than a second.
I was knocked unconscious by the impact. When I woke, I was under the truck and I was looking at the rear suspension and wondering, “How the heck did I get here?”
I am single and live alone. I realized when I came to in the hospital that no one knew where I was. All my blood relations live on the mainland. I got a patient representative to log onto my Facebook account and I left a message that I had been in an accident. Within the hour people from both HOG chapters started showing up at the hospital, and there were a lot of them.
They figured out where my bike had been taken to, got a power of attorney person to my room so that I could sign for another member to go check on my bike. They contacted my work, called my family on the mainland and began taking care of everything that needed doing.
Several of the guys went to the impound lot and got my bike and dropped it off at a custom bike shop to be assessed and repaired. They got all the stuff out of my saddle bags too.
When it was apparent that I was going to be in the hospital for several weeks another chapter member went to my place and got my cat and took her to his house for the duration.
After three weeks, I was to be discharged, but I was far from being able to care for myself. Two chapter members picked me up, brought me to their home, got a hospital bed delivered and cared for me for three weeks until I was able to go home and finish recuperating. They helped me in and out of bed every day, took me to all my appointments, fed me, and took care of everything else that needed to be done.
During this time other chapter members came to visit me and brought me cigars, which I greatly appreciated. I offered to pay my caregivers something but they absolutely refused. In fact no one would take anything from me. I was “Ohana,” or family. There is a very strong sense of Ohana on the islands but I never really understood it until I was in need. I will be forever grateful for my HOG Ohana for coming to my rescue.
I am back on the road now, my 2011 Road King looks better than before the wreck, and I am riding with my chapter again. If you are ever visiting the Oahu please look us up. We would love to go for a ride with you. I now never ride anywhere without safety gear.
Doug Simmons is a program analyst, mishap record and recording program manager for the Navy. His bike of choice is the Harley-Davidson Road King. However, due to his knee cap injury he had to switch from two to three wheels.
Seeing Blind Spots
BY CDR JASON BRAGG
The week of Thanksgiving I put about a thousand miles on my motorcycle. I traversed through Everglades National Park, circumvented most of Miami then rode up I-95 to my mom’s house on the Space Coast. After a nice visit and plenty of pie, I traveled back across Florida to my home in Pensacola. Interstates are an efficient way to go places, and although the riding is certainly not as interesting as a winding mountain pass, it can still be pleasant. In the sun and wind it’s more engaging than driving my truck. It’s an opportunity for some solitude; isolated in my helmet it becomes meditative at times.
Holiday traffic in the Miami area, however, was not meditative. I found myself on three occasions unexpectedly maneuvering to avoid a large vehicle that was moving into the space that I was occupying. Two tractor-trailers and a tour bus tried to change lanes on top of me within the span of a couple hours. At the time, I just chalked it up to Miami madness, similar to the erratic driving behavior I’ve experienced near other major cities such as Los Angeles lunacy and Baltimore belligerence. I had time and space enough to move out of the way for all three instances, barely even raising my heartrate, so I didn’t think about it much. Several days later while is was riding along a stretch of I-95 it happened again. There were two northbound lanes and I was leisurely passing a dually pickup with a very long trailer when it shifted toward the left lane just about the time I was even with its trailer hitch. The scenario developed fairly quickly, but I saw it right away and opened the throttle while moving to the far left edge, getting in front of the truck just before being sideswiped or forced onto the shoulder. This one got my attention, and not just because of the adrenaline release. It reminded me of the previous situations from Miami, but without the big city traffic. I’ve ridden tens of thousands of interstate miles over the years and although I’ve experienced similar scenarios in the past, they were pretty rare. Why four times in a week? What changed?
My recently installed cruise control device, more specifically the way I was using it, may have increased the time I was spending in the blind spot of large vehicles. Many modern motorcycles come with cruise control but I never had one until recently. It didn’t take me long to get comfortable using it; my truck has
Photo courtesy of CDR Jason Bragg
it so it was easy to adapt to on the bike, although the accelerate and decelerate buttons are not as responsive as those I’ve had on four-wheeled vehicles. It seems as though I was setting my desired speed and not adjusting it, even if it made passing other vehicles a bit slovenly.
Heated grips are another example of a system influencing riding habits. Electric heat flowing into your hands is lovely when riding in chilly temperatures. It can help maintain dexterity in your fingertips which improves both comfort and safety. My observation is that they also encourage a tight grip in order to maximize warming effect, creating at least two potential side effects: The first is that you are less likely to cover the brake (by placing your fingers on the brake lever) which can reduce braking reaction time. Second, a light grip encourages finessed steering inputs and makes the most of natural stability of the motorcycle where a gorilla grip can negatively affect the motorcycle’s handling.
“…the relationship between machinery and human error is complicated; it rarely plays out as expected.” –The Glass Cage by Nicholas Carr Cruise control is a simple feature and has become so commonplace in cars that we don’t give its use much thought. This hints of both complacency and overreliance. My highway passing technique is one insidious example of how it changed something and put me in a tight spot. A few hours afterward, I was still on the interstate riding along without the use of cruise control. I moved to the left lane to pass a truck and realized that I had gently increased my speed to accelerate past the truck. It wasn’t even
a conscious action. Visual scanning, anticipating others’ lane changes, avoiding blind spots, and using lane position to maximize visibility are all techniques at which I have become proficient at. Now that I know cruise control can interfere with those survival skills I will be more diligent in how I use the system.
1. Blind spot avoidance is just one concept that contributes to what the Motorcycle Safety Foundation calls presentation - using a lane position where others have a better chance to see you. It’s just one small part of riding well, but each of those small things become very important under certain circumstances.
2. A different motorcycle or new equipment may change your riding technique without you even knowing it. Pay attention to the little things and consider taking another MSF course if you
The information graphic above gives an example of the visability of the driver of a large truck. The area in red depict the blind spots. In this scenario, if the driver makes a sharp turn the motorcyclist would be injured. (Photo courtesy of the Société de l’assurance automobile du
change motorcycles, they even offer a class called “bike bonding” at some sites.
3. It isn’t always the other guy’s fault. Whenever you have a near-miss or uncomfortable situation, take the time to evaluate what you could do differently in the future. This mindset may not come naturally, but we motorcyclists are more vulnerable and we can’t control other drivers actions. Assigning blame is considerably less relevant than figuring out what you can do to improve the situation.
CDR Jason “Casper” Bragg is a family man, University of Florida alumnus, and an active duty Navy helicopter pilot. He has served on both east and west coasts during his naval career, flying with operational, training and test squadrons. Currently he is an instructor at the Naval Safety Center’s School of Aviation Safety in Pensacola, Florida.
Casper got his motorcycle learners permit on the day he turned 15 and has been riding street bikes ever since. He averages more than 10,000 motorcycle miles per year, is in the MSF Rider Coach Apprenticeship Program, and maintains a blog about his motorcycling experiences at www.everydaymotorcyclist. com
A motorcyclist riding next to a semi truck is easily missed due to the blind spot. Motorcyclists need to be mindful that some drivers cannot see them. (Photo by Jason Bragg)
Québec) (Quebec Automobile Insurance Corporation)
Awake the Whole Time
BY TROY LYMAN
Where am I? I blinked my eyes a couple times and allowed them to adjust to the soft light that filled the room. From my prone perspective and the mediocre softness of the linens on my skin and the unfamiliarity of the walls and ceiling above me it was obvious I was not somewhere I was familiar with. I wondered for a moment if I were in a dream.
Slowly my thoughts sorted themselves and I began to piece together my situation. My last memory was riding along on my Harley Davidson on the freeway. I was cruising in the middle lane, adequate space between myself and the car in front of me. I was traveling with the flow of my lane, which was about 50 mph, while the lanes on either side of me were about 15 mph slower as traffic in Southern California’s morning commute was ramping up. Now I was here, wherever that was. The transition from my bike on the freeway to this cool,
sterile room I found myself in now was instantaneous.
That’s when the realization of my predicament struck me. This was a hospital room. Something had gone terribly wrong.
Still looking straight up at the ceiling and lying motionless, I began to take inventory of my condition. I wiggled my toes and felt a brief relief when I felt them move. I repeated this with my fingers and again was rewarded with the satisfying feeling of my fingertips brushing over the hospital sheets.
With all limbs accounted for I began searching for signs my body was giving me as to where I was injured. The big toe of my left foot was aching a bit but since I could move it, I knew it was still there. My knees were a little sore but I initially attributed that to road rash. I figured there would be more. My right cheek felt like someone had slugged me good and was tender. I opened my mouth to see if my jaw had been injured and as I ran my tongue across my mouth searching for cuts or abrasions I discovered my broken left front tooth.
Now I needed to try and move. Starting with my arms, a minor pain in my left shoulder arose when I tried to rotate it but it was no worse than how I felt after a hard workout. Moving to my legs and hips, my left knee let out a sharp pain when I flexed it, as did my left big toe, but everything else was okay.
I felt relieved and surprised at the same time. A nurse noticed my movement and came in to check on me and told me I had been involved in a motorcycle accident that morning. I inquired what time it was and she told me it was almost six in the evening. I rode to work at seven in the morning. Eleven hours of my life were gone. To this day, I have no memories of any of that time.
I was later told by family and friends who rushed to the hospital that day that I had been awake the whole time. I had asked that question of what happened a dozen times or more. I had told them earlier that I had remembered bouncing
across the freeway and then being loaded in the ambulance at the scene yet I didn’t remember any of those events nor did I remember the conversation.
In the days ahead I’d find out the details of my accident and the full extent of my injuries. I had been hit by a driver in an SUV wanting to get out of their slower moving lane. The opening in traffic they thought they saw was me. I was told that I had tried to avoid them by moving to the right but still struck the right front fender of their truck after they were in my lane. There was nothing I could do to prevent it. I had been riding as safe and as defensively as I could.
A concussion accounted for my memory loss. My left big toe had been dislocated and relocated in the emergency room. My left knee had two torn ligaments and a torn meniscus. I had broken my right cheekbone and pulled the muscles in my left shoulder. I had road rash on both knees and the right side of my face.
Thankfully I had been wearing a department of transportation approved half helmet, a heavy leather jacket with armor in the elbows and shoulders, and heavy riding boots.
With physical therapy, I was back on my feet in a month and on a bike again in three. My riding gear helped me survive a crash at 50 mph, allowing me to come away with relatively minor injuries. I’ll never ride without my full safety gear, because wearing full safety gear is the best way to prevent death or major injury.
Troy Lyman is a programmer for NSWC Corona. He has been riding for four years. His bikes of choice are the Harley Davidson Sportster and Dyna.
Illustration
BY MARK McKENZIE
Better Safe Than Sorry
I’ve always worn a helmet – that was one of my dad’s rules. The jacket and gloves were seasonal. At least that was my rule until two summers ago.
It was one of those beautiful Florida weekends just made for riding – bright sun, light breeze, mid-80s, near zero chance of rain. I had recently finished my project of stripping down, cleaning, and reassembling my late father’s 1986 Gold Wing Interstate and decided to make the three-hour trip from Jacksonville to Lake Wales to show my mom the finished product. I chose the half-shell helmet so I could enjoy the breeze and scents of the Ocala National Forest. I debated the jacket and gloves since it was getting warm, but chose to wear them so my wife wouldn’t worry excessively. Besides, the jacket is a light weight mesh you can see through when held up to the light so the breeze comes right through. It’s probably not much protection, but it’s better than a t-shirt.
The trip south was picture perfect. I got an early start so it was still cool
enough for the jacket and gloves (that means mid-70s in Florida). The old Gold Wing ran flawlessly. No traffic through the forest, just the smell of fresh pine and an occasional patch of smoke from the controlled burns. The half-shell was definitely the right choice. The next morning I prepared for the return trip, but after visiting a little longer than planned it was getting warm.
I opted for the jacket and gloves anyway. Looking forward to a repeat of the previous day, I crossed over Interstate 4 and headed for the Ocala National Forest. An occasional stoplight made the jacket a little warm, but not so much that I would interrupt the ride to take it off and stow it. Once I hit the forest it was another perfect ride. Unfortunately, the forest is only half the trip.
Upon emerging from the forest I suffered through the stoplights of Palatka and then headed north on U.S. Highway 17. Traffic was light and stoplights are few so it was still a pleasant 60 mph ride. The perfect ride ended abruptly just south of Green Cove Springs when a south bound driver decided to make a left turn in front
of me. I hit the brakes hard, but saw I was on a collision course with her right rear fender. I eased off the front brake just a little and turned a little left. Then things really got exciting.
As soon as I started to turn, the front wheel locked up and the Gold Wing slid out from beneath me. Two thoughts ran through my head – keep your face off the pavement and slide rather than tumble. Feeling my nose nearing the asphalt, I put my gloved left hand out to roll myself onto my back. To stop the roll and keep from tumbling, I reached my other hand out and just rode the back of my jacket to stop. Once the slide was over I got up, put my sunglasses back on, and walked out of the road to assess my injuries.
My left knee had hit the pavement first and that would take a few stitches to close. To my amazement (and the driver’s), I had no other injuries. I went from 60 mph to zero on asphalt with no road rash! The Power Trip VTX mesh jacket was scuffed, but intact. The light weight Easton batting gloves were worn through the padded palm, but not through to mine. The helmet never hit anything.
Here are the lessons learned: Beware of the cross streets for obvious reasons. Beware of the country roads – we ride there to enjoy the scenery and not worry about traffic, but so do the drivers of other vehicles. If you’re ever in an accident you may need your helmet; you’re more likely to need your jacket and gloves. It may be 98 degrees (110 degrees or more on the pavement), but I’d rather suffer from the heat at a stoplight than suffer with asphalt road rash. Protective riding gear, like insurance and condoms, can’t be added after you’ve had a need for it.
I replaced the Power Trip VTX mesh jacket with the same and upgraded the batting gloves to actual riding gloves. I’ve suffered in the Florida heat some afternoons and felt that I’ve not needed the jacket or gloves, but if I ever do, I’ll be prepared.
Mark W. McKenzie is the adversary fleet support team lead at the Fleet Readiness Center Southeast. He rides a 2007 Honda VTX 1300R and a 1986 Honda Gold Wing Interstate. McKenzie has been riding for 42 years.
10 TIPS FOR BUYING A MOTORCYCLE JACKET
1. Choose a Jacket to Match Your Riding Style
The first decision you need to make is whether you really need a separate motorcycle jacket, or if it might be better to buy a one-piece motorcycle suit.
2. Choose Quality Material
Bikers argue over the basic question of whether a motorcycle jacket made of textile or one made of leather is a better choice. These materials differ greatly from one another, but they do have one thing in common: the performance of the jacket will depend greatly on the quality of the material and how it’s manufactured.
3. A Motorcycle Jacket’s Age is a Factor
When choosing a motorcycle jacket, you should note the model’s age. Older jackets typically don’t offer the same safety or comfort common in the industry today. This means the outer material as well as the protective padding might not give a rider enough protection from injury in case of an accident.
4. Look At the Jacket’s Color
Most motorcycle riders have the same favorite color: black. In low light environments, however, a black motorcycle jacket can be very difficult to notice in traffic. That’s why you should choose a jacket with an easy to recognize color. You can buy jackets in signal yellow or orange, or even ones that use large panels of reflective material. These will be visible when other drivers or riders shine their lights your way. This ensures good visibility and safety.
5. Find a Well-Made Motorcycle Jacket
Your motorcycle jacket needs to be well-constructed to ensure the best possible safety and comfort. That’s why you should pay attention to the seams and zippers when making your purchase.
6. Safety Should be Paramount
When choosing a motorcycle jacket, you should always keep safety in the forefront of your mind. Because of its texture, leather is more dense than textile weaves. As soon as the leather is placed under mechanical strain it undergoes a process of load distribution by stretching slightly. This protects the material from ripping easily. Textile materials perform worse than motorcycle jackets made of leather in this respect. It’s easier to tear the weave, causing unprotected areas of your skin to slide across the pavement. That’s why you should be sure that motorcycle jackets made of a textile weave are reinforced with materials like leather or Kevlar.
7. Protectors
Motorcycle jackets should have integrated protectors. These are pieces of protective padding typically on the arms, back, and chest of your jacket. Good jackets will indicate they are “CE approved,” and there are both CE1 and CE2 levels of approval available for jackets. CE2 is a better level of protection.
8. Choose a Comfortable Jacket
A high quality motorcycle jacket doesn’t just need to protect your body, it also needs to offer great comfort. Check the weight and storage space as well as the jacket’s ability to protect you from the rain. Also look at the jacket’s ability to keep you from overheating on warm days.
9. Get the Best Fit
Motorcycle jackets are sold in typical sizes for men and women. Some will be labeled as unisex sizing, but sizing can differ widely from manufacturer to manufacturer.
10. Care for Your Jacket Correctly
You need to regularly clean your motorcycle jacket, which may have some effect on the type of jacket you choose to buy. Good care increases the lifespan of a jacket. Of course, it’s also important for good hygiene.
“Riding a motorcycle on today’s highways, you have to ride in a very defensive manner. You have to be a good rider and you have to have both hands and both feet on the controls at all times.”
