The State of Rider Training?
Reprinted from the April, 2009 BMW Owners News, with permission of the BMW MOA, Kevin Greenwald, and Roger Wiles
By, Kevin Greenwald
“I’M DISAPPOINTED BY WHAT THE MSF HAS
DONE OVER THE PAST DECADE OR SO.”
– David L. Hough, MotoSafe, January 2009
So began a series of statements in the January 2009 installment of Motosafe by David L. Hough, who for many riders enjoys an almost iconic status. Now, while I wouldn’t characterize that broad-brush introductory comment as having thrown down the gauntlet, as a Rider-Coach, it certainly garnered my attention. While questioning Mr. Hough’s perspectives might seem like jousting with a windmill of enormous stature with but a toothpick as a lance, his conclusions are highly subjective, possibly a bit dated and worthy of a closer look.
Keep in mind, this is not a challenge to David Hough the individual, but rather his evisceration of the MSF (Motorcycle Safety Foundation) and what it tries to offer the novice or moderately-experienced rider. Mr. Hough would undoubtedly prove an entertaining conversationalist, and he is always welcome at my dinner table!
Mr. Hough makes it quite clear that he and the current MSF curriculum have, at least philosophically, gone their separate ways, and he takes significant issue with both the BRC (Basic RiderCourse) and the ERC (Experienced RiderCourse) training options. He offers such critiques as, “It provides a framework that can be filled in with lots of information,” which I completely agree with, and, “I know some instructors that ‘juice up’ the BRC when no one is looking, and suddenly revert back to the official instructor guide when the MSF sends someone out to grade their work,” which is not at all true in my experience.
The “B” in BRC stands for BASIC, and that word encompasses many of the building blocks of safer motorcycle operation that, as RiderCoaches, we try so hard to imprint on our students. Think of it this way: Over a lifetime, most of us spend great sums of discretionary income improving our homes, but it is a structure that first and foremost stands on its foundation, be that a block basement, poured wall or slab. No matter how strong our desire to redesign, remodel, repair or remake, the foundation remains the essential constant of the home, and of more safely operating a motorcycle.
Certain basic skills need to be embraced by novice riders in a very short period of time, as they pursue certification and the privilege to operate on two wheels. While I personally would like to see the BRC expanded by at least several hours, such a wish must dovetail with the realities of budgets, time-availability for the student, competitive programs and legislative restrictions for state-approved training. I totally agree with Mr. Hough that many RiderCoaches bring a wealth of personal experiences and previous training to the classroom and range, and that anecdotal information can be quite effective in emphasizing certain concepts of the BRC.
However, the BRC is cleverly structured to encourage adult-centered learning, where each student needs to discover, individually and for themselves, the wisdom of what is being presented, with RiderCoaches acting more like scurrying mentors than ‘static parking- lot generals.’ Rider training is no longer a ‘complete package delivered for the student to absorb,’ but rather, individual moments of personal discovery, where students make that intellectual connection between classroom discussion and its practical application in the real world. As for the range itself, it often suffers criticism as ‘too sheltered an environment’ in which to learn riding-skills, and instructors viewed as disinterested observers. Nothing could be further from the truth. Trying to take a student from zero riding-experience to a capacity for competent traffic interaction, with ‘experience’ removed from the total equation of safer motorcycling, would certainly require far more than the 16 hours alloted for instruction, and pose undue hazards and issues of liability that could jeopardize such a program. Providing a safe and secure parking lot for skills practice benefits the student, insulates the RiderCoaches from distraction, and safely accommodates this goal: Repetition of basic core skills.
As for “...reverting back to a rigid curriculum whenever scrutinized,” I have never been reined in, or felt the need to censor my facilitation whenever under observation by a representative from the MSF, which periodically performs site-evaluations to ensure conformity to national standards. Indeed, many of the ways in which I phrase my observations or orchestrate my classes have been applauded and adopted by the mother ship. MSF continues to improve itself, embracing RiderCoach feedback that nurtures a structured but- flexible curriculum, and learning dynamics that support a student-directed BRC and ERC atmosphere.
Returning to the issue of basic skills—each BRC class usually represents a cross-section of experience, from students having never thrown a leg over a motorcycle, to individuals with years of riding, albeit often illegally. They all share a common need; the need to self-construct a foundation of physical and mental skills upon which all future riding experience must be supported. Skills such as correct posture and clutch-management (‘friction zone’) are addressed early on in the range experience. The combination of braking and smooth shifting progresses to the cornering sequence of “Slow, Look, Press and Roll.” The constant admonition of “Where you look is where you go!” is given as well. Try negotiating the Tail of the Dragon while ignoring such principles! I could end up viewing your bike-parts on the infamous Tree of Shame!
We spend time leading students to discover how to stop quickly (not suddenly; circus bears can do that!), both in a straight line and on curves. We differentiate between steering and leaning a motorcycle to change its path of travel. Several exercises are dedicated to cornering-judgment (establishing prudent entry-speeds) and negotiating curves. Hough bemoans the fact that, statistically as riders, our skills in proper curve negotiation is poor, and he is dead right! This is a discipline in which I long for more time to hone student skills and impress upon them that while you can break all the state laws you wish, you cannot violate the laws of physics. Proper curve negotiation is the amicable marriage of path of travel (outside-inside-outside) with technique.
I sort of backed into my affiliation with the MSF, having first ridden personally for decades and, courtesy of my municipal employer, attaining national certification from Northwestern University (IL) as a Police Motor Officer. In that particular arena of training, lasting weeks, I perfected skills that have street applications, but required days and days of repetition (and failure) to rely on with confidence. Interestingly, to this day, those skills are noticeably perishable, and I need to revisit them whenever I ride if I hope to retain their advantages. The same can be said for the core basic riding skills: clutch-control, braking, cornering and situational awareness.
In the pursuit of safety, Mr. Hough and I ride side by side (technically, staggered) down the same road. He has dedicated his life to making personal experience and ideas about training available to all who wish to read his work. But the interview with Roger Wiles simply rubbed me wrong, coming off as needlessly harsh, and berating inadequacies that the MSF rarely controls, such as budget and time constraints. As I mentioned before, I came into the MSF family full of confidence in my years of riding and police training, with more swagger than I had earned. I learned in the Basic RiderCourse that experience does not always translate into skill, and that any perfection of my riding needed that core-skills foundation to rest upon, or I’m nothing but a motorcycle crash looking for a place to happen.
Hough mentions a number of schools nationwide that provide advanced training, and both the MSF and I are in agreement that they need to exist and flourish. But the core skills that are offered in the BRC, and in my opinion, merely repackaged and emphasized in the ERC, are the building blocks of a safer and responsible rider. Speaking of the ERC, I do not view it as graduate school for a motorcyclist, but simply the opportunity for any of us to return to our roots and practice the core skills again, this time on our own mounts.
I’ve subscribed to Motorcycle Consumer News far enough back to have read David Hough’s columns on a regular basis, and his counsel for improving one’s riding always seemed to make sense. However, his comments in the January MotoSafe column seemed more like an undeserved indictment of the MSF that is simply trying to package basic training within the confines of legal, financial and practical parameters. Label it standardized training? You bet. Training at the most basic level? Count on it. “An embarrassing disappointment?” Sancho—get my lance!
I always conclude a successful BRC class with the advice to my students that “What we have done over the last three days is help you learn the skills for safer motorcycle operation; now, go out and make them into personally-owned habits!” All of us need to treat our riding as a balance of perishable skills, versus straddling a machine powerful enough to kill us without the added factor of traffic interaction, if we’re not diligent. I remind my students to enjoy the environment they travel through, but that no one makes it out of this world alive—the journey from cradle to tomb is not that long—so cherish life and ride safe!
As for Mr. Hough? His spin on the current value of basic motorcycle training, I do take issue with, but not the man. David, should you ever find yourself in my neck of the woods, Wednesday is meatloaf night! I’ve got a place set for you.
(MotoSafe comments) Kevin accurately discusses the underpinnings of current MSF RiderCourses; these include adult-learner-centered concepts as self-discovery, motor-skill development principles, and the ability to learn and practice in a low-risk and forgiving environment as each student is personally challenged to become the very best they can become. Sometimes referred to as ‘experiential learning,’ adults seem to best learn what they need to learn by DOING what they need to learn. In the world of rider-training, this is a relatively new concept; the previous model focused on ‘commanded performance’ and direct instruction. These techniques have proven inadequate in developing independent, responsible and competent riders.
A key question when working with true-novice riders is: “When is a new rider judged competent to begin riding a motorcycle in traffic?” First, this judgment and decision must be that of the student-rider, rather than an instructor, RiderCoach or jurisdictional licensing authority. A way to answer this question might be: Once a novice has installed the core skills, internalized them, if you will, to the same extent that most of us have internalized the basic physical movements needed to drive our autos and trucks. Experienced car and truck drivers rarely think about the physical actions of moving our arms, hands and feet, precisely and on command, as we negotiate traffic. A newer motorcyclist who has developed to this level now has a substantial amount of mental capacity available to observe the traffic-mix, think about how potential risks and hazards can quickly envelop the motorcycle and rider, and then competently execute maneuvers to reduce or eliminate potential harm. However, if the neophyte needs to pay attention to the movement of the hands and feet to operate the machine, instead of managing their place on the highway, crash-risks can accelerate suddenly and dramatically.
MotoSafe is pleased to facilitate discussion and thought about safer and more proficient riding. Our thanks and appreciation to David and Kevin; let MotoSafe know what YOU think about this important topic.
MotoSafe would like to mention an additional training-provider: The Riders Workshop, operated by Jim Ford (www.ridersworkshop. com). Check out Jim’s Web site for more information.
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Kevin Greenwald spent more than three decades in traffic law enforcement, and finished his career as a Motor Officer. He attained prestigious national certification as such through Northwestern University (IL) and Harley-Davidson, and taught refresher courses to fellow motor-officers prior to his retirement. He now facilitates the MSF BRC and the ERC at Lakeshore Technical College (WI), and is also a member of the Iron Butt Association. He resides in Sheboygan, WI. |
| The author, relaxing against his R1200RT at the MOA National Rally in West Bend, Wisconsin. |
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The views expressed in MotoSafe are not necessarily representative of the BMW MOA, the BMW Owners News, or its staff. The views in this colum are solely those of the author or authors.
The BMW MOA Foundation’s “MotoSafe” is intended to present responsible viewpoints on thoughtful and safe motorcycling skills and practices; the authors, the Foundation, the BMW MOA and the Owners News do not guarantee readers’ personal safety and take no responsibility for readers’ application of this material. Professional motorcycle safety trainers are invited to submit articles for inclusion in the “MotoSafe” column. Please contact Roger Wiles (roger@rogerwiles.com) for submission guidelines and instructions. The BMW MOA Foundation is a not-for-profit, tax-exempt Public Educational Foundation dedicated to increasing and promoting the safe and enjoyable sport of motorcycling. Tax-exempt donations to the Foundation will provide funding for current and new Foundation Projects & Programs. Contact Foundation Headquarters at: PO Box 3982, Ballwin, MO 63022 - (636) 394-7277 for further information