Rider Training Thoughts from a UK rider
Reprinted from the May, 2009 BMW Owners News, with permission of the BMW MOA, Ian L. Shuttler, and Roger Wiles
By Ian L. Shuttler #12483
I read with interest the recent MotoSafe interview with David L. Hough (BMW ON, January). It raised a number of issues, and I offer the following as a small contribution to the debate. First some background.
I've been living, riding and driving in Connecticut for the last three years. I started riding in the UK more than 30 years ago. In my early twenties, having progressed to a Honda CB400/4, I realized that I lacked the necessary riding skills and could easily kill myself, so I took an evening course at the Institute of Advanced Motorists (IAM). Following this, I became involved in the Kent Advanced Motorcycle Group (KAMG) and trained to help others prepare for the IAM test. All the preparation for the test is on-road with the instructor following and providing guidance. I outlined this process in a Motorcycle Consumer News article in August 2008. I spent 13 years in southern Germany, riding all over the Alps and continental Europe. Back in the U.K., I re-qualified as an observer and continued with advanced on-road coaching.
As soon as I arrived in the U.S., I looked for motorcycle safety courses with the aim of joining a group and getting involved. I quickly realized that little was available. On my commute I found that the standard of riding was rather poor, with little evidence of forward observation, planning, utilization of road position, or any effort to make progress. In an effort to understand more, I signed up for an Experienced RiderCourse (www.msf-usa.org) at a local community college.
ERC Experience
It was a rainy, hot and humid day and I was the exception, dressed in full gear. I was surprised that there was no classroom session, and it was clear that the RiderCoaches had to work from the syllabus and course books with no deviation allowed and little time for discussion. I don't have any criticisms of the RiderCoaches; they were clearly enthusiastic about motorcycling and what they were doing.
The range exercises were fun. You might find it strange to know that I really enjoyed the figure eights. I can turn a bike around, of course, but if you perform a figure eight maneuver as shown in the ERC, you will fail your U.K. advanced test! In the U.K., you are taught to keep the bike upright and balance from full lock to full lock, all the time scanning around. This was different, and I immediately thought of incorporating it into my portfolio of coaching techniques for illustrating the importance of looking where you want to go.
There was a short discussion on risk assessment and how to SEE (search, evaluate, execute). While this was acceptable, it was in isolation and somewhat superficial. I felt that far more could have been done on the whole aspect of hazard assessment, prioritization, and planning. These things are so crucial to developing street strategies for riding.
I left the ERC having had a great day practicing machine-control skills. All of these things were worth doing, but did I learn any street strategies necessary for survival, as it says on the advertising for the course? I asked myself, "What knowledge would a less experienced rider have gained to make them a safer motorcyclist?" I struggled to answer the question. I had practiced braking skills and been introduced to counter steering (which I already knew and used). What about showing how everything we had practiced in the parking lot could and should be applied out on the road? This was what was missing - a practical demonstration of how to ride a corner safely and properly. I rode home from the ERC convinced that training to be a RiderCoach, to be locked into a rigid format and syllabus, was not what I wanted to do.
What was missing was sufficient consideration of the mental aspects of motorcycling. I agree wholeheartedly with David Hough that experienced riders can absorb mental skills and be able to apply them on the road. How are we to encourage the development and application of these skills?
An Alternative Proposal
I'd like to propose what I feel takes the best of all worlds: work in a classroom, a parking lot and then on-road coaching. First, we have to agree on the goal. We are encouraging the development of safe riders that think. This is the mental aspect. Fundamental to the use of the U.K.-based system of motorcycle control is a structured mental approach to negotiating hazards before physical skills are needed. The ability to recognize and interpret hazards safely by scanning for vital clues, identifying what is relevant and prioritizing risk is vital. The desired skill is the ability to develop a safe riding plan from your thoughts and convert them into physical actions accurately and smoothly. We call it reading the road, such that you can assess the nature of the corner ahead (mental skills) and then position and select speed accordingly (physical skills).
To develop these, a classroom technique I have found successful is to use photographs of various hazards taken from various road positions. Discussion is stimulated and everyone starts thinking about what they can see, cannot see and should reasonably expect to develop. Riders learn how to prioritize hazards and develop riding plans, all the while not forgetting to allow for the unexpected. During this session, a process to manage the information can be outlined, such as the SEE technique. Whatever is used, people have started to think about their riding.
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| Typical classroom session photograph. Consider - what can you see, what can’t you see, what can you reasonably expect to develop and what about the unexpected? How would you or should you approach this hazard? What should you be thinking about as you develop your riding plan for this left hand curve? |
Such sessions can be fun! Riders start to see that while they are able to identify the hazards, normally they would not alter position or speed. While they are seeing, they are not necessarily acting upon the information. They realize that while they have been discussing a particular hazard for ten minutes, on the road they will have a few seconds to Sense, Think, Use, Decide and Do (STUDD). By applying mental strategies to your riding, you can prevent many issues from developing into incidents or accidents.
After the classroom session, key skills can be practiced in the parking lot. I would include cone-swerving, but something a little more challenging than what the ERC allows. Riders would start easy, but ramp it up and use this to introduce the concept of countersteering. I would include slow riding, figure eights and braking practice. This would give the coaches the ability to assess the riders in a controlled environment and make sure they all know how to start, stop and ride safely 'round the parking lot. It is the coach's job to ensure the exercises are interpreted in relation to real-world riding. As an example, slow riding skills are critical if you want to safely filter in traffic (if allowed).
Next, I would split the riders up into groups of two to three, and assign them on-road coaches. Over an informal lunch break, more discussions, concentrating on cornering and different approaches illustrated with photographs and diagrams, would take place. This gives the coaches time to gather information about the riders and study what they find challenging, what their concerns are, so forth. The afternoon session would be dedicated to real-world riding.
Specific routes of between 40 and 60 miles would be developed, and routes assigned to the groups based on their experience. Everyone should be reassured that they will not be asked to ride faster than they feel comfortable and it is not a race. The routes would include a mixture of roads so the observer could see each rider deal with a variety of hazards. During the ride the observer would give a demonstration ride to illustrate specific examples, such as the correct approach and negotiation of corners. The riders should pause every ten miles or so for a short debrief and discussion about the ride. The route should be a circuit so that directions are simple.
During the on-road session, riders can discover key areas where additional work is needed. They may have read all the books and may think they were practicing what they had read, but some aspects may not have been understood. My experience is that people do not look far enough down the road; their forward observation is lacking, and hence they see things too late to create a riding plan to deal with them. Standing on the side of a reasonably busy main street and having a discussion about all the hazards that can be seen is educational, even for experienced riders. It allows them to see just how much information the observer is taking in and using to formulate their riding plans. Naturally, the routes will be specific to the region or state. I'm certain I would cover different aspects on the back roads of New England to those in Texas or Colorado. However, that is the strength of on-road coaching.
Forward Motion
A one-day advanced riding skills course would be the introduction. More time is required to cover everything of which an advanced rider should be aware. Some of the IAM groups in the U.K. run such introductory day courses as outlined above. Others offer courses such as an eight-week evening course covering all the mental aspects of riding, or dedicated day courses devoted solely to braking skills or slow riding and machine control, or cornering techniques. What I have found is that a session or two of on-road observing can reveal some issues that are best dealt with on a dedicated course. I find a discussion on the finer points of gear selection, braking and throttle control are useless if a rider fails to read the road. Once that aspect is addressed, more advanced physical skills can be introduced.
The key goal of a one-day course would be to encourage riders to realize that motorcycling is a skill that needs to be learned. It is a lifelong journey of continuous improvement. They should leave with some advice on what they did well, and what they need to work on. Riders should be encouraged to ask "What's next, and how can I get more help?" This can lead people into such courses as those offered by Lee Parks in his Total Control Advanced Riding Clinics (www.totalcontroltraining.net) and track days. There are also the longer on-road coaching weekends that companies like Stayin' Safe (www.stayinsafe.com) or the Riders Workshop (www.ridersworkshop.com) organize. In addition, I could foresee the coaches themselves organizing additional onroad sessions if people are interested. (MS: Don't overlook Atlanta Motorcycle Schools at: www.jkminc.com).
I think all the organizations involved in motorcycle safety are trying to achieve the same goal, which is the development of safer, thinking riders. I see value in the MSF's Basic and Experienced RiderCourses that encourage new riders to take up motorcycling and equip them with the basics. After that, if we want advanced riders then the training provided has to be advanced as well.
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I'm happy to discuss any aspects of the training I have proposed. Feel free to contact me at shuttlil@hotmail.com. |
MotoSafe Dog Food
A large dog-food company was holding its annual sales convention; the CEO of the dog food firm strode to the podium, faced several hundred dog-food salesmen and thundered;
"Who is the largest dog-food company in the world?"
"We are!" responded the sales force with one forceful voice.
"What dog-food company has the best sales force in the world?
"WE DO!" came back to him.
"Who has the best dog-food in the world?"
Again, as one mighty voice from the assemblage; "We do!"
Pausing, the CEO then asked; "Then, why aren't we selling more dog-food?"
The lingering heavy silence was finally broken by a voice from the rear; "Because the d*** dogs won't eat it!"
Ian's valuable insights illustrate the dichotomy facing those interested in the dichotomy facing those interested in reducing motorcycle crashes, injuries and fatalities. First, riding culture in the U.S. tends to view offerings like the MSF Basic Rider-Course as not the staring point for proficient riding, but rather, the pinnacle. The Hurt Report found that fewer than 10% of riders, at the time, received any formal training before beginning to ride. Although these numbers were not calculated recently, it is highly likely that this figure is still valid. David L. Hough has observed that those self-taught new riders, and those that learn from friends or family, are up to three times more likely to crash in their first six months of riding. Yet, many stateside riders are inclined to ignore available training and just hop on and go. The motorcycle licensing system can give a false affirmation that any rider passing a state rider test has all of the necessary skills, both physical and mental, to assure safety while riding. Such state riding tests were designed and intended to measure minimum proficiency for the basic physical functions required to ride, like moving the hands and feet correctly. Little,if any, measurement of mental processes and skills exist in these licensing tests.
Perhaps Ian's most valuable contribution, apart from his personal example, is: "First, we have to agree on the goal. We are encouraging the development of safe riders that think." Riding a motorcycle is a skill that is perhaps 90% mental. It is a thinking person's activity. Too many casual riders are self-trained and casually clad. They tend to regard the machine as if it were merely a big bicycle that goes by itself, safely, with little or no thought by the operator. Rather, it is a vehicle that is always in what airplane pilots call the 'critical zone'.
This critical zone exists while the airplane is landing or taking o. During these times, pilots must make good decisions in mere seconds, and execute immediate and proficient actions when an unplanned event occurs. However, once up to cruising altitude, a pilot facing an emergency has the luxury of more time to think and act. Even Captain 'Sully' Sullenberger of US Airways Flight 1549, had well over three minutes after both engines failed. He had time to consider his options and try out creative ideas and put his best plan into action before safely splash-landing in the Hudson Rider.
To a motorcyclist, three minutes is an eternity, and a luxury virtually unavailable to a rider. Pilots continually train, refresh, study and generally improve their skills and capabilities over their flying careers. Why is it that U.S. motorcyclists that constantly ride in the critical zone largely avoid such personal improvement opportunities? The MSF reports that a mere 10% of pupils from a Basic Rider-Course undertake any further rider-training during their riding experience. By extrapolation, one can assume that those US riders who do receive further training represent about 1% of the riding population. The opportunities are there, but US riders won't eat the dog food. Most U.S. riders just don't seem to be hungry!
Ian comments on RiderCourses developed by the Motorcycle Safety Foundation: The MSF's Basic RiderCourse is designed to give students the tools to teach themselves the basic control operations and basic mental strategies of proficient motorcycling - nothing more or less. The Experienced RiderCourse is often incorrectly viewed as an advanced course. Actually, the ERC is designed to help riders with some experience display how well they are able to perform these basic activities. RiderCoaches provide the timely coaching that helps each rider understand and internalize these basics, honing and refining their skills.
The ERC is offered by the MSF to programs and sponsors in three variations - the SkillsPractice, SkillsPlus and License-Waiver. The Plus and Waiver classes include a substantial amount of structured but informal classroom discussion about critical mental strategies, while the SkillsPractice curriculum focuses solely on riding exercises. It is likely that Ian enrolled in the Practice version.The MSF is a research and curriculum-development organization. States, programs and sponsors select which versions of RiderCourses they offer., riders should be informed about the specifics of RiderCourses before setting expectations.
Why won't the dogs eat the food? Ian mentioned a variety of advanced motorcycle training-providers, as did David Hough recently. So, there appears to be no lack of opportunities for improvement and additional training. Rather, it seems to be a lack of demand from riders. What to do? As enthusiasts, we can undertake additional and periodic training ourselves, displaying our personal example to the motorcycling world. We can encourage other riders to follow our example and offer leadership. On a larger scale, riders could support government mandated rider training. This could involve tiered licensing schemes, periodic proficiency checks and ongoing training in order to both obtain, and maintain, a motorcycle license.
Which approach do you favor? Which approach is most likely to be socially, politically and economically viable? Which plan is most likely to be effective in reducing crashes, while encouraging motorcyclists to obtain the available training vital for safer riding? Tell MotoSafe what YOU think!
What will YOU do, personally, to increase your proficiency as a rider? More options are forthcoming from the MSF in the near future, including classroom-only Rider Perception workshops (The Foundation plans to offer this at the 2009 International Rally!), as well as actual on-road RiderCourses. Of course, it will be up to local programs and sponsors to implement and offer these RiderCourses. Ian, our thanks for your thoughts and experiences from across the pond. Your personal example is a shining one; we hope that MotoSafe readers will follow Ian's example.
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Roger Wiles has ridden since the early 1960’s and is an MSF-certified RiderCoach serving in the Georgia Motorcycle Safety Program. He also serves the BMW MOA Foundation as the ERC Coordinator during the International Rallies. He and his wife, Norma, live in Blairsville, Georgia. |
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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