Interesting diagram shows the impact areas on crash-involved motorcycle helmets.

(Source: Dietmar Otte, Medizinische Hochschule Hannover, Abteilung Verkehrsunfallforschung, Germany.)

Note that 35% of all crashes showed major impact on the chin-bar area. This means that if you ride with an open-face helmet, you are accepting only 65% of the protection that could be available to your head.
If people ride with a shorty or half helmet, they are accepting only 39% of the protection they could obtain. They are literally throwing away 61% of the protection they would have had had they chosen a full-face helmet.

At Scooter Underground we always recommend a full face helmet as your main helmet, especially the one you may be using for daily commuting.

How do you ride safely in these conditions? First, make the decision whether you really have to be out there and then learn to ride safely.

Here are some tips:

Dress for success

• Good raingear is essential as are gloves. When your body is freezing, your mind has distractions that do not allow it to focus on the road. Some scooters have pretty good leg protection and a windshield may help but you really need a good rainsuit with reflective strips and some toasty warm padded gloves. Good footwear keeps your toes happy and dry. The nice think about having a scooter is that there is enough storage so that you can keep a lot of this stuff handy at all times.
• Check out s scooter skirt or lap apron as a really handy way of quickly and conveniently keeping your whole lower half warm and dry. One of these, a waterproof jacket, and good gloves can make you a happy camper in this type of weather.

Your vision

• A visor can be both a blessing and a curse in the rain. We feel it is an essential thing but you have to keep it clear and fog free. Products such as Rain-X help to bead water so that the wind blows the droplets away without all the rippling and distorting effects. Adjusting your helmet vents and keeping airflow around the visor will prevent fogging and there are many anti-fog products used by motorcyclists and skiers that prevent fogging.
• If you wear eyeglasses, use an antifog compound on them since they will often fog under your shield in this type of weather.
• Carry a microfiber rag in your pocket so you can wipe your glasses and your visor as required

Making yourself visible

• If you are having trouble seeing, you can bet that most of the other vehicles on the road have the same problem and on a scooter, you have a lot less margin for error in a collision – keeping visible is paramount
• Remember – Driver’s often seem to have trouble seeing scooters and motorcycles even under the best of conditions – as a rider you must be doubly vigilant on the wet, dark, rainy days.
• More lights – more better (but me mindful of local regulations regarding lights)
• Reflective strips on both your clothing and your scooter are essential.
• You know those neon jackets that you thought were tacky – they don’t seem so tacky anymore on days like this (Now they are considered cool anytime)
• We strongly recommend scooter/motorcycle raingear. I bet your $500 North Face Gore-Tex Jacket that you are currently wearing does not have reflective strips in the right places for riding.
• Know where your horn button is and how to use it. Consider getting a bigger and better horn like a Stebel Air Horn installed.
• Pay special attention to lane position and avoid blind spots. On days like this, a driver’s blind spots are much larger to to water on the windshields, wiper blade movement, and fogged windows.

Riding speed

• Slow down – your visibility is decreased and your braking distance has increased – this is a no brainer.
• Another reason to slow down is that under these conditions your reaction time is often slower
• Be smooth on all inputs. Accelerate more cautiously and apply the brakes smoothly to avoid spinning you rear wheel or going into a skid.

Planning your Route

• Plan your route to avoid hazards. That bridge with the metal deck may not be a problem on most days but in the rain it may be a good one to avoid if there is an easy alternate route. Ditto for having to cross those railway tracks that run across the road at a funny angle. A bit of forethought with route planning is always a good idea and in the rain it is doubly important.

Road markings

• Any white or yellow painted road marking becomes a nice shiny hazard for scooter and motorcycle riders on rainy days. The surface of the paint is considerably slicker than the surrounding road surface. Crosswalks usually come immediately before and after a turn. Really watch the crosswalk after the turn and try not to be leaned over when you hit that one. Oh, watch the pedestrian in the black jeans and the dark hoodie while you are at it.
• Try not to make lane changes unless you have to and watch those lines and directional arrows before intersections.
• Pay special attention to your lane position and visibility

Steel Stuff

• Manhole covers – just say no – view them like little round patches of ice. If you have to cross them, be as upright as possible – not leaned.
• Ditto for those metal plates they often have in construction zones
• Railway tracks – hit them at as close to 90 degrees as possible or they will want to take your wheel for a slide

Puddles

• Nothing more fun than blasting through a puddle and making that big splash…unless that puddle is really an 8 inch deep pothole. Better just say no to puddles too.
• If you know the road and there is a big puddle that just has your name on it,” git ‘er done” but beware of the effects of hydroplaning.

Other slippery stuff

• The first rain after a period of no rain is the worst one for bringing that slippery oil film to the surface. This is particularly prevalent near intersections where cars may stand, idle, and drip oil
• Stay away from the center strip of the lane since that is where the oil drips in highest concentration (even though it does run to the low point on the lane during a rainstorm)
• The first hour of the rain is often the witching hour – be doubly careful or try not to ride
• In general, ride as upright as possible. There will be plenty of sunny days to lean, turn, and weave.

Have a look at some of the hazards found during a 20 minute ride in the rain:

There is no question that riding on wet, dark, rainy days brings more hazards into play but you can still ride safely and confidently.

If you are not comfortable with the conditions and your abilities in those conditions then don’t ride. Lock up your scooter, put a cover over it, and find another way to get safely to work. Don’t put yourself at risk when you don’t have to. Going joyriding in these conditions is asking for trouble.

Even though our temperatures are relatively mild here in Victoria, cold pavement and cold tires are going to be slippery. It doesn’t have to be below freezing out for ice or frost to be a hazard on the roadways.

Other things that may help:

• Grippier tires formulated to be better in wet conditions. Usually a softer compound that can wear quicker put the performance differences can be amazing. You probably have shoes that you know are your slippery shoes and your grippy shoes. Scooter and motorcycle tires can be a lot the same that way.
• Heated grips could probably be an option too. Ask at a local scooter shop.
• Additional LED lights

Check out these YouTube videos:

http://www.youtube.com/watch?v=yrh6vIBSNaA Part 1

http://www.youtube.com/watch?v=Boewtc97UZA&NR=1 Part 2

http://www.youtube.com/watch?v=M3aaTKRElDw&NR=1 Part 3

http://www.youtube.com/watch?v=jqKzonpNn2c&feature=related Part 4

http://www.youtube.com/watch?v=ZrtFHwvTrW4&feature=related Part 5

If you knew you were going to be pushed out of a pickup truck at 80 km/h, (or 60 or 50…) what would you wear? Short sleeved shirt, surfer shorts or spandex? Not likely, yet every day you see people out there dicing through traffic with nothing between them and the pavement but thin fabric.

Assuming you collide with nothing during your spill, the minimum you need is a full face helmet, heavy jacket, pants, boots that protect the ankles, and gloves that protect the wrists.  Remember, your head will be falling from a height of four feet, so a beanie-type helmet will not offer you much protection.

In a slide, denim will protect you for approximately two feet, or sixty centimetres. After that, it’s all skin.

If your ankle gets caught under your scooter, running shoes will not protect you enough.

Your hands are often the first things to hit the pavement. Don’t ride barehanded.

Some people avoid buying proper protective gear because of the cost. However, when you look at the cost in time and pain to you while your skin grows back, your bones heal, or you fight your way back from a head injury, the cost becomes quite reasonable.

Protective gear companies have done a lot of work developing their products.

Do your research and don’t go into battle without your armour.

Many people are confused about what to do when the light turns yellow.  In practice it seems many people view this as a “hurry up” light and race to get through the intersection before the light turns red. This is when collisions happen. Yellow means “start stopping”. The transition from yellow to red takes the indecision out of when to stop. How many times have you seen someone try to squeeze through on a stale yellow on an advance left turn, only to have their path blocked by pedestrians stepping off the curb when the light turns green and the walk sign come on? Then opposing traffic is blocked and you have grid-lock. Under the Motor Vehicle Act, Fail to Stop for Yellow Light at Intersection is Section 128(1)(A) and Fail to Stop for Red Light at Intersection is Section 129(1). They both have the same penalty – $167, as does Section 130(2)(A)(ii) Fail to Stop for Yellow Arrow at Intersection. All three will net you two points.

Putting This Into Practice:
How does this apply to scooter riders in the real world? Scooters, because of their light weight and manoeuvrability, can out stop a car or truck by a considerable margin. As a scooter rider, you have to be aware of your surroundings, who’s behind you, and road conditions. If, after reading this article, you slam on your brakes at the first hint of a yellow light without first checking your rear view mirrors, you may end up as a hood ornament on the large pickup truck behind you whose driver is late for work. You can comply with the law without risking life and limb. The key is to be clear in your intentions and predictable in your actions. A police officer is much more likely to ticket the last person going through an orange light than the first.

**Editors note: This article was written by Constable Chris Goudie of the Oak Bay Police Department in British Columbia Canada. The specific laws and fines cited apply to British Columbia. Other jurisdictions have similar rules.

If you have other questions or comments about traffic safety for riders, let us know in your comments and we will see that we post articles to clear up any confusion.

Full Helmet with Face Shield & Chin Guard

If you can afford only one helmet and your primary use is for commuting, the full helmet with face shield is a great choice.

PROS: Best level of protection. Face shield protects against the elements and bugs without the need for goggles or protective eyewear.
CONS: May be heavier/hotter/less comfortable. Hearing may be restricted.

Full Helmet with Face Shield – no chin guard

A good choice for an all around helmet but sacrifices protection to the chin and jaw

PROS: Good compromise of safety and comfort. Easy to talk and keep cool.
CONS: Vulnerable chin and jaw. These types of injurines are quite common Hearing may be restricted.

Full Helmet without Face Shield or Chin Guard

A good choice for an all around helmet but you must wear this with your eyeglasses, goggles, sunglasses, or other protective eyewear.

PROS: Good compromise of safety and comfort .Easy to talk and keep cool.
CONS: Must remember 2 things rather than one: Helmet and eyewear. Hearing may be restricted.

Half Helmets

Best as a “nice day” helmet or for urban cruising, but not recommended as your primary urban cruiser unless you can’t stand having your ears covered.

PROS: Cool (in more ways than one), light weight, does not restrict hearing.
CONS: Lowest level of protection, especially to the lower skull, cheeks, and front of the face. You must remember eye protection.

It’s great to have more than one helmet and it’s also wise to make sure it fits properly and is secured to your head with a convenient chin strap. If you are ever carrying a passenger, it’s great to have a spare helmet nearby – even if the sizing isn’t perfect, at least you’ve got something.

If you want a spare helmet, it’s often good to get something slightly larger that can accommodate something like a hat or a headband for cold weather riding.

Also, check to make sure your helmet choice is compatible with where you want to store it. For example, many scooters have under-seat storage but not all helmets will fit.

Winter Scooter Riding

We wrote an article on putting away your scooter for the winter…but what if you ride through the winter?

This post has some interesting insights: http://vespalx150.blogspot.com/2008/11/winter-riding.html

Over the last few weeks since taking my VISC courses (both the Basic Course and the Traffic Course) I have been trying to get quite a bit of practice in. Did a little bit every day – some reviewing of the written materials. some working on my own bike doing pre-ride checks, and some riding every day.

The figure 8′s at the U-turns that seems so challenging in class are now feeling very comfortable.

My ICBC Road test is tomorrow.

Where the Rubber meets the Road – The ICBC Road Test for Motorcycle Riders

……Went to the ICBC testing center  and they were expecting me (since you have to have your appointment pre-booked). I was introduced to the pleasant but businesslike fellow who was to be my examiner.

Pre-Ride Checks

Make sure you have your learner’s license and ID with you and that you are appropriately dressed to ride. They give you the once over from head to toe and I am sure that if anything was out of place the test would probably end before it got started.

We walked outside and did a pre-ride check which consisted of checking the bike for mirrors, working headlight, working turn signals, and horn. Again, if any of these did not work, the test would be over right then and there.

They hook you up with a vest and a one way speaker – they talk to you and it comes through pretty loud and clear on the speaker clipped to the vest they provide.

They tell you that they will follow you in a car that contains a driver and the examiner. The examiner gives lots of lead time in the instructions. He also tells you what to do if you get separated. On two occasions I made it through a light that the examiner car did not and had to pull over and wait – no big deal.

Riding the Road Test

The ride lasted over 1/2 hour from what I can recollect and the test is thorough.

Watch:

• Stopping at the appropriate stop lines at stop lights, stop signs, and uncontrolled intersections.
• Signaling for turns and canceling signals after the turn
• School zone/ playgrounds
• Not crossing a solid white line on any lane changes
• shoulder checks, shoulder checks, and more shoulder checks
• proper merging onto the highway and exiting off the highway
• Navigating a small traffic circle in a residential neighborhood
• U-turn on a quiet residential street with proper signals and shoulder checks
• Keeping the proper speed – not too fast or too slow

I may have missed a few things in this description but you get the idea that they look at a good cross section of skills.

Those who say that it is no problem and that you can pass without reading the manuals or practice are serious bullshitters, very lucky, or don’t tell you about the 3 times they failed before they finally passed.

When you go back to the test center, they take you inside to review the test.

I passed with flying colours and I have the Vancouver Island Safety Council Training to thank for that.

My results were not perfect – claimed I did not do every shoulder check (I think I did but maybe not obvious enough to the examiner.)

Now fully licensed and ready to roll with all restrictions removed.

For more information contact:

Scooter Underground

or

Vancouver Island Safety Council

Vancouver Island Safety Council - Road Training Course for Riders

At Scooter Underground, we have heard many good things about Vancouver Island Safety Council  (VISC) and we recommend their motorcycle and scooter courses to many customers. (Other reasons for taking the course were to ensure we are recommending a good thing and  to be able to tell our customers a bit more about what to expect.)

Have a look at this video for a bit of a preview of VISC: Vancouver Island Safety Council Youtube Video

Before you start the VISC Course

Before you begin the VISC training, you must go to ICBC and get your Class 6 Learners license. To do this, you pick up the RoadSense for Riders manual from any ICBC office (also available at Scooter Underground) and prepare for a theory test.  You can also get the RoadSence manual online.People say this test is easy and many brag about passing without even reading the manual. READ THE MANUAL – STUDY IT…lot’s of stuff you might have known at one time but probably forgot.

Once you get to ICBC, you take a number and stand in line. It’s usually not too bad – I had to wait about 15 minutes. You need to have a couple of pieces of ID including photo ID. I had my BC Driver’s licence and my SIN card and that was fine.

They send you over to a computer kiosk where you do a test with 25 multiple choice questions. You must score 80% to pass. You may skip questions if you are unsure and then come back to them. Answer the questions you are sure of first and then come back for the others.

Once you are finished the test, it tells you right away if you have passed. You then go back to the wicket and they print your Motorcycle Learners licence and point out the restrictions.

The restrictions are:

• Operation of the motorcycle only between sunrise and sunset.
• No passengers permitted
• Must be under the direct supervision of an adult who holds a valid Class 6 motorcycle license
• Speedlimited to 60 km/h maximum

For me, this is a semi-useless licence since I do not have a supervisor to ride with all the time. Time to take the VISC Skills course to work toward removal of the supervisor and speed restriction.

With this Class 6L Motorcycle Learner’s Licence in hand, you are ready to go to the VISC Novice course – that’s all you need. Well, it’s not quite all you need – they will provide the motorcycle and the helmet – you must have all other appropriate apparel.

There are two more ICBC tests that you will need to complete before you get your full licence – a Motorcycle skills test, and a motorcycle traffic test. VISC, as part of the Skills Course, will perform the Motorcycle Skills test on the last day. If you are successful, they remove that restriction so that you can now ride with only two restrictions – not at night, no passenger.

VISC Skills Course

I took the class called midweek which took place over 4 days – Monday, Tuesday, Thursday, Friday. You can also take a weekend version which takes two weekends.

In my case, the classroom sessions were at the VISC offices and the practical sessions were on the track at Western Speedway.

Bill McLauglin was the instructor for the first theory session. This is a good point to digress a little and talk about the instructors. Bill McLauchlin, Dennis DeFrane, Don, and Alex Campbell, and one other gentleman who name escapes me since he did not preside over any of my sessions, were the instructors. THESE GUYS ARE GOOD! They all know how to ride, have tons of experience, good interpersonal skills, and take this training very seriously. They offer a ton of constuctive criticism and they are firm but fair. They take great care to make sure that you are always thinking like a rider and they are always helping to make you aware of potential hazards and how to avoid them.

OK, so the fist theory session talks a lot about hazard identification, the rules of the road, and identifying the important controls on a motorcycle. The morning passed by quickly and Bill made sure we were all engaged in the material. I think everyone was a bit anxious about what was going to take place in the afternoon and a lot of us were wondering if our skills would be up to par.

Do not be intimidated, there are people taking this class who have never ridden before, who do not know the first thing about gears, brakes, throttle, and clutch, and there are others who have ridden lots, own and ride their own bike, an have valid licences already. Everyone has one thing in common – they want to learn the skills to ride safely and they want to get a motorcycle license.

We got to the track on a blistering hot day. The first thing that happens is that they check to make sure that everyone is prepared to ride. That means, you must have your license WITH YOU, and you must be dressed appropriately.

Appropriate dress includes a proper full face helmet (which they can provide), proper jacket, pants, gloves, and boots covering the ankle with appropriate soles and materials (preferably leather).

Everyone learns on the same bikes – the bikes we used were little Honda 150′s that were well maintained and performed flawlessly for our group.

Once you are assigned a bike, you learn the basic controls and then learn how to put it on the stand. In our case, the bikes had two stands, centre, and side, and we learned haw to use both.

I told you, they start at square one and do not take any shortcuts. At first, some of the experienced riders are rolling their eyes a bit but by the end of the course, I think everyone appreciated how methodical these guy were without taking any shortcuts.

We were divided into two groups of about 4 to 6 people. Each had a dedicated instructor but during some of the drills we flip flopped with either Dennis or Don.

The next thing you learn is how to roll your bike without making it fall over on you and once that is mastered, you get your first opportunity to sit on the bike. From there, you learn how to get the bike off the stand and ride with someone pushing you – no motors yet.

After a few push drills and slow speed turns and use of the rear brake, we are nearly ready to fire up the bikes.

After a bit more instruction, we learn about the clutch, the front brake, and putting the bike into gear. Most of the rest of the first day is spent riding through a series of cones at very slow speed in 1st gear. Tight turns, narrow turns, left turns, right turns, and stopping are all on the agenda.

Over the next few sessions, we expand on our theory, learn how to change gears, learn how to turn tighter and stop faster, and generally increase our comfort level on the bikes. The instructors are evaluating you all the time and keep written reports which they go over with you at the end of each day.

By day 4, the big item on the agenda is passing the ICBC motorcycle skills test to remove the supervisory and speed restrictions from your learners license.

You have practiced all the skills required and many more in the preceding days so as long as you don’t have a meltdown, you should be able to pass this test which takes approximately 10 minutes per person.

As I recall, the main elements of the test are: putting the bike on the stand, taking it of and walking it, stopping, getting on the bike and starting it, driving slowly forward in first gear. You then stop, make a slow speed u-turn, slalon at slow speed trough a few cones and then stop. Next, you do a right hand turn and accelerate to about 30 km/hr and must change gears. You then drive a fairly wide turn and come to a straight area where the examiner will signal you to do a controlled stop. You must stop without locking up the wheels and be in 1st gear ready to go again. That may not be exactly the sequence but it’s pretty close. The examiner reviews you results with you and if you completed the course with few enough demerits, you get a pass.

You take this piece of paper to the ICBC office and they will remove the restrictions from you license at no charge.

Traffic Skills Course

I decided to take the traffic course right on the heels of Novice rider course – finished one on the Friday and started the other on Monday and Tuesday.

This course started with about 45 minutes in the classroom where the instructors again stressed hazard identification and proper riding techniques. A lot of the discussion focussed on group riding techniques, lane position, and what to do if the group gets broken up.

After the brief orientation, we went off to the VISC facility at Westen Speedway to choose our bikes. Many people were a bit nervous since all the initial training was done on the 150cc Honda’s and now we were selecting a motorcycle that was a minimum of 250cc’s. Most of the bikes were cruiser style or dual sports. A good selection from Honda, Yamaha, Suzuki, KYMCO, Kawasaki and a Harley 883 Sportster.  I chose one of the bigger bikes, a Kawasaki KLR 650 Dual Sport. I was a bit nervous since this was far bigger than anything I had ever ridden. As big and unwieldy as it felt when trying to  wheel it around, I was amazed at how easily it handled once we were underway. I think most of the class quickly got accustomed to their larger cc motorcycles and the skills we learned on the smaller bikes translated very nicely to our new rides.

The first day of riding in traffic was a little stressful since not alll group members were at the same level. It quickly became apparent that one slower or less skilled rider in a group can create stresses for the entire group. Our instructor was great at providing lots of feedback and coaching to get everyone up to speed. It was amazing that the ragtag group of the morning was looking quite respectible on the road by the afternoon.

We rode well over 100 km and stopped about every 10 minutes for feedback. We took turns being solo rider, group leader, and at various positions in the pack – great experience.

We were being prepared for morning of the next day when we were going to be put through a mock ICBC road test.

The second day rolled around quickly. We did a pre-ride check of our bikes – tire pressure, spokes, cables, signal lights, brake lights, fuel, etc. Amazing what you find – one person had a staple in the tire but it was not serious and a few members need to top up tire pressure.

Back on the bikes, we drove out to the parking lot of CanWest Mall where we gathered to discuss the mock test route.

The route took about 10 minutes to ride and had a bit of everything – stops and starts, lane changes, school zones, play zones, stopping and starting on hills – all conducted in fairly heavy traffic. One person was a solo rider being tested, followed by the instructor/examiner, and then the rest of the group.  Altogether, you end up riding the route 5 times. Each person was provided very constructive feedback. One person rode a nearly flawless route only  to come to a “rolling stop” at an intersection before making a right turn. This would be a certain failure of the ICBC Road test since any legal traffic violation is a fail.

Another student became very nervous and uncomfortable in the traffic. As they became more stressed, gear changes got missed, signals got missed, and you could see how stress makes someone less safe. When they finished the circuit, they were upset and did not feel safe in the traffic. The instructor immediately consulted with the student  and they made the decision that their riding would end for the day and they would arrange more one on one coaching at another date. We all went for coffee to relax and debrief and then accompanied the rider back to home base to drop them off. All in all, a very responsible decision made in a great way that allowed the student to feel good about what they had accomplished to date.

The new, slightly smaller group headed back out on the road. I think we were all amazed at how much better we were as a group now that we were on the road with people of similar skill levels.  Everything just started to fall into place. We rode out to Sidney, on the back roads, on the highway, and then on the very scenic Munns Road back to the speedway. The instructor continued to provide feedback but it was becoming more and more positive as we gained confidence and things like lane position, signalling, and shoulder checks became almost automatic.

Back at the VISC compound, we had the opportunity to swap motorcycles and try out any different styles of bikes that we wanted.  In short, different strokes for different folks – I loved the dual sports, others couldn’t  stand them. I thought the Harleys steering felt like wresting a pig after being on the KLR – others didn’t seem to mind it.

Like we have always told prospective purchasers of scooters, a test drive is critically important.

We got a final debriefing at the track to stress some of the key point of our training and to prepare us for the ICBC Road test. Most of the student had booked an ICBC Road test through VISC within the next few weeks. Almost all student s were planning to borrow the motorcycle from VISC that they did their traffic safety training on – that is part of the VISC service.

I now feel very confident that I have all the skills to pass my ICBC Road test and to ride safely which was the objective of the course.

Bill, Dennis, Don, Alex, and nameless other guy, (sorry), were true professionals and I am very confident in recommending this course to anyone who want to ride anything on two wheels on the road.

Another thing that I noticed at the end of the day when I got into my car, the road awareness I learned in this course has really improved my car driving  – just another benefit of the excellent Vancouver Island Safety Council Course.

For more information contact:

Scooter Underground

or Vancouver Island Safety Council