Colorado becomes the fifth state to legalize lane filtering, allowing motorcyclists to filter through stopped traffic. Photo by Kevin Wing.
Colorado has passed a bill to allow motorcycles to lane filter between stopped cars, becoming the fifth state to legalize it after California, Utah, Montana, and Arizona.
Lane sharing remains a controversial topic. In his article “Split Decision: Are Lane Splitting and Lane Filtering Safe?” Eric Trow references studies to show the effects of lane sharing in states where it is legal and found that the practice reduces the risk of rear-end collisions and reduces injuries, although it also introduces some new risks. You can find a deeper dive into the topic of lane sharing by reading Trow’s article.
The Colorado bill goes into effect on Aug. 7, 2024, and it will allow motorcyclists to filter through stopped traffic at a speed of 15 mph or less. For more information on the bill, read the American Motorcyclists Association’s press release below.
Colorado Signs Motorcycle Lane-Filtering Legislation into Law
Colorado has become the fifth state to legalize lane filtering after Gov. Jared Polis (D) signed SB24-079 on April 4, allowing motorcycles to filter between stopped cars in traffic and at stoplights.
The bill passed through both the Colorado House and Senate behind strong bipartisan support. Colorado now joins California, Utah, Montana, and Arizona as states with lane-filtering legislation signed into law.
“The signing of SB24-079 is a significant win for motorcyclists in the state of Colorado,” AMA Central States Representative Nick Sands said. “With this new legislation, motorcyclists will now be allowed to filter through stopped traffic, giving riders the ability to legally remove themselves from vulnerable traffic situations before ever coming into contact with a distracted or inattentive driver.”
The bill — sponsored by Sens. Nick Hinrichsen (D-Pueblo) and Jim Smallwood (R-Douglas), as well as Reps. Javier Mabrey (D-Denver, Jefferson) and Ron Weinberg (R-Larimer) — will go into effect on Aug. 7, 2024. It will allow all motorcycles to pass stopped motor vehicles in the same lane. Motorcycles will be required to travel 15 miles per hour or less when filtering and will only be allowed to do so if the road has lanes wide enough to pass safely. Conditions must also allow for “prudent operation of the motorcycle while overtaking or passing.”
For the next three years, the Colorado Department of Transportation (CDOT) will collect safety data on lane filtering and issue a report to the Colorado General Assembly regarding the newly passed law.
The AMA continues to support efforts regarding lane-filtering legislation, as its success in several other states indicates its long-term viability in protecting motorcyclists on the open road.
To stay up to date on the latest lane filtering news, visit the AMA Action Center.
The AMA’s position on lane filtering, and lane splitting, can be found here.
Photos by Kevin Wing | Illustrations by Hector Cademartori
As part of the Stayin’ Safe advanced rider training program – a method that leads a small group of experienced motorcyclists on road tours and delivers real-time, real-world coaching via in-helmet communications – I’m often asked by participants to address specific aspects of road riding unique to the region where a training tour is being conducted. As part of our Southern California training tours, I’ve been routinely asked if I would be teaching techniques for safe lane splitting.
Although it is intriguing to consider, I always decline. While I agree it would be a valuable teaching opportunity for that riding environment, I also realize it would be impractical with a group of riders since traffic dynamics change rapidly – as would recommended tactics depending on the bike and the circumstances. But perhaps the bigger challenge would be to get consensus among the riders to do it in the first place. Even if all participants are from California (and they rarely are), there are always distinct and deeply polarized views about lane splitting. Riders are adamantly for it or against it.
Lane splitting allows motorcyclists to move efficiently through grid-locked traffic while avoiding the risk of a rear-end collision.
The term “lane splitting” gets tossed around outside of California more often these days as several other states – including Utah, Montana, Arizona, and Hawaii – have legalized some form of the practice, while others are considering it. As lane splitting becomes more widespread, the volume of polarized opinions is expanding as well.
But maybe I’m getting ahead of myself. Let’s start by defining what lane splitting is. For starters, it’s not a universal term. “Splitting” is one type of lane sharing motorcyclists have been doing for years on California freeways, but there are other forms (and terms) we should know.
Riding within 10 mph of traffic flow and actively scanning the scene ahead for potential threats, the rider safely advances between lanes.
In the broadest sense, lane sharing, lane splitting, lane filtering, white lining, and a handful of other terms are used to describe the act of advancing a motorcycle through slow or stopped traffic on a multilane road (all heading the same direction, of course) by riding between lanes at a slightly higher speed than the flow of other vehicles. That’s it, in a congested traffic nutshell.
Are We Lane Splitting or Lane Filtering?
While “lane splitting” is a term used broadly to describe riding between lanes of traffic, there are distinctions between lane splitting and lane filtering.
When riding on a multilane highway such as a limited-access freeway, a motorcyclist might “split” the lanes and ride between two lines of vehicles if the traffic has slowed or come to a stop due to congestion. That’s what’s specifically referred to as lane splitting.
When riding in multiple lanes of traffic where there are intersections and traffic signals, a rider might move forward or “filter” between rows of vehicles stopped at a light, enabling the rider to move to the front of the line. This is lane filtering.
With traffic stopped for a red light, the rider slowly filters to the front of the line.
Why Do It?
The primary argument for lane splitting and lane filtering is that they are deemed safer practices that reduce opportunities for motorcyclists to be rear-ended in high-volume, stop-and-go traffic. Frankly, that’s a pretty strong argument since busy roadways are a high-risk environment for motorcyclists – perhaps even more so as increasingly distracted drivers are putting riders at higher risk.
Lane splitting is also claimed to give riders a better view through traffic as well as improved mobility. It’s contended that it allows riders to see farther ahead, actively separate themselves from threats, and strategically place their bikes in pockets of less congestion.
Lane splitting has been touted as helping to reduce fuel consumption and emissions by minimizing the time motorcycles sit in slow or stopped traffic. It also helps reduce traffic congestion because there are fewer vehicles sitting single-file in traffic lanes.
Does Lane Splitting Reduce Risk?
Yes and no. Motorcycle Lane-splitting and Safety in California, a 2015 study conducted by the Safe Transportation Research & Education Center at the University of California Berkeley, took a good long look into the matter to “increase our understanding of collisions involving lane-splitting motorcyclists and of how lane splitting impacts collision injuries.”
When the light turns green, the rider must quickly scan left and right before proceeding.
The study found that lane splitting appears to reduce certain types of crashes, specifically rear-end collisions. That’s great news. Lane-splitting riders were less than half as likely to be rear-ended than their non-lane-splitting brethren (2.6% vs. 4.6%). Those figures would look even better if some of those riders involved in a collision hadn’t been rear-ended by fellow riders who were following too closely (thanks, bud).
With fewer rear-end collisions, the analysis also showed that lane-splitting motorcyclists involved in a collision were injured less frequently than non-lane-splitters. They were half as likely to suffer a head injury (9% vs. 17%) and about a third less likely to sustain a torso injury (19% vs. 29%). Although fatalities are rare, even those were reduced by more than half (1.2% vs. 3.0%). Again, good news.
But with the good comes the bad (doesn’t it always?).
Lane splitting doesn’t eliminate crashes. Lane-sharing riders just crash differently and not as badly (provided speed is kept to a minimum).
While lane splitting and lane filtering can help a rider escape certain significant threats, it does introduce new ones. For example, there’s a smaller safety bubble. You’ll recall learning in your Motorcycle Safety Foundation or Total Control training course (you took one of those, right?) how important it is to maintain a safety cushion around your motorcycle. Riding between lanes puts motorcyclists significantly closer to other vehicles than they would be otherwise. That can make the rider more vulnerable from both sides (but less so front and rear) since there is less space to maneuver left or right – and therefore less time to react – if a driver makes a sudden move.
Wide handlebars, wide vehicles, and tightly spaced lanes can make filtering a challenge. Choose judgment over impatience when deciding whether to proceed.
The highest risk for any motorcyclist lane splitting in freeway traffic is other vehicles changing lanes. In suburban and city environments, lane filtering riders can find themselves among vehicles unexpectedly maneuvering into or out of traffic.
As a result, while lane splitting may reduce the likelihood of the rider being rear-ended, they are more than twice as likely to rear-end other vehicles (38% of lane-splitting riders vs. 16% of non-lane-splitting riders). That one’s on us.
Beyond the known hazards of riding too fast (surely you’ve heard, “speed kills”), the risk and severity of injury grows when there is an increase in the speed of the motorcycle compared to the pace of surrounding traffic – what’s known as “speed differential.” That speed difference between bike and traffic can play a significant role in causing a collision while lane splitting or filtering.
Perhaps the Greatest Challenge of All…
For the rider who is weighing the pros and cons of lane sharing, a serious consideration should be the low public awareness of lane splitting and the attitudes of other drivers.
Another U.C. Berkeley study from 2014 probed the minds of California drivers and motorcyclists. Even in California, where lane splitting and filtering have been common practices for decades, roughly half of all California drivers either believed that lane splitting was illegal (it wasn’t) or they were unsure about its legality. Such perceptions can contribute to negative attitudes about the practice. That study revealed 61% of non-motorcyclists in the Golden State disapproved of lane splitting.
Do drivers believe lane splitters are unwilling to play by the same rules others must adhere to, or that they are just acting as renegades?
The driver on his cell phone is hugging the center line and unaware of the approaching motorcycle, so the rider adjusts his position as he filters through.
I became particularly curious about the behavior of drivers and the potential impact (figuratively and literally) on motorcyclists as they consider the practice of lane sharing, especially in states where the concept has recently been introduced.
When it comes to driver behavior, I believe there are few better go-to resources than Tom Vanderbilt’s fantastic, well-researched book, Traffic: Why We Drive the Way We Do (and What It Says About Us). The author addresses the physical, psychological, and sociological aspects of traffic and how drivers, as human beings, interact with each other. I reached out to Vanderbilt to get his take on the potential challenges associated with introducing a practice like lane sharing into the general traffic environment.
“I am well aware of a dynamic that I am sure affects motorcyclists a lot, which I’ll call an ‘empathy imbalance,’” he said, defining the term as the phenomenon whereby people who drive cars may be unable to relate to motorcyclists since most car drivers don’t ride motorcycles and are unfamiliar with – and therefore unable to empathize with – the two-wheeled mode of transportation.
“So often drivers simply don’t understand the motives or behavior of the other mode,” Vanderbilt continued, “and they often translate their own confusion to some failing on the part of the other user. What might seem like rational or safe behavior on the part of a motorcyclist may seem reckless or like ‘cheating’ to a driver, who simply sees some ‘other’ they don’t fully understand.”
Vanderbilt’s advice? “Don’t think that your view of what is ‘commonsense behavior’ is shared by everyone around you.” In other words, until the practice is more common and drivers see enough people doing it – to a point where it no longer seems like strange and rebellious behavior – we should assume that lane splitting will be out of the norm for other motorists and may be viewed as unacceptable traffic behavior.
Stopped between lanes, the rider is in a tactical-ready stance, with the bike in gear and ready to go when the light changes.
The “empathy imbalance” is a compelling way to capture the mindset gap that exists out on the roadway and how that imbalance could be a chasm the size of the Grand Canyon in states where neither lane splitting nor lane filtering have ever been routine behavior. When it comes to lane sharing, especially where the practice is just being introduced, that empathy imbalance may be the greatest threat of all to motorcyclists.
Sidebar: What do Lane Splitters Look Like?
While some folks might expect lane splitters and filterers to be wild-haired outlaw rebels without causes, research paints a different picture. Contrary to the ruffian image, research reveals that lane splitters tend to be:
Regular commuters riding during weekday commuting hours
Wearing proper riding gear, including full-face helmets
Riding solo and riding sober
Splitting lanes only when traffic is at 30 mph or below
Can Lane Sharing Be Done Safely?
According to the U.C. Berkeley study, lane splitting and lane filtering appear to be relatively safe strategies and practices provided they are done in traffic traveling at 50 mph or less and motorcyclists stay within 15 mph of that traffic. Lower traffic speeds and a smaller speed differential between the bike and surrounding vehicles make it even safer.
The Motorcycle Industry Council (MIC), American Motorcyclist Association (AMA), National Highway Traffic Safety Administration (NHTSA), and Motorcycle Safety Foundation (MSF) all align in support of lane sharing as a safe strategy. The American Automobile Association (AAA), on the other hand, opposes the practice.
Avoid filtering beside large trucks and buses. This rider paused in a safer spot to avoid blind spots and the potential of the bus swinging wide.
Beyond these authorities, I turned to another trusted source in California, my friend and fellow motorcycle proficiency expert Lee Parks. Among his many credentials, Parks owns and operates Total Control Training Inc. and authored the best-selling book Total Control: High Performance Street Riding Techniques. He also runs the rider training program for California and several other states. I asked Parks for his take on lane splitting.
“Having moved here in 1992, I can’t imagine living in another state that didn’t have lane splitting,” he said. “It’s safer, saves time, reduces the chances of getting rear-ended by other road users, and reduces the travel time for everyone by taking riders out of the long lines of traffic.” Parks shared how, for him, a two-hour commute by car became a manageable 45-minute ride by motorcycle.
Is lane splitting for everyone? Parks and I share the same opinion, but he articulates it better: “It’s good for any experienced rider who has excellent situational awareness. Lane splitting is not for the faint of heart, nor those new to riding. It requires an extreme amount of focus and attention to be safe, and all riding functions must already be in your muscle memory so they don’t take away from your awareness.
“I’d add that lane splitting is only safely manageable for someone who is not impaired in any way. This includes drinking, drugs, fatigue, or being mentally distracted.”
Safer Splitting and Friendlier Filtering
Whether you’re new to the practice or have been lane splitting or filtering for years, here are things you can do to improve your odds while improving your position in traffic.
First, stick to these two speed factors when lane sharing:
1. Traffic speed is slow or stopped. The faster traffic is moving, the greater the risk of incident and injury. Choose to filter past other vehicles only when traffic is moving below 50 mph, and the slower the safer.
2. Your speed is within 10-15 mph of traffic. A small speed differential is safer. By keeping your own speed close to that of traffic, you buy critical time and space to respond to emerging threats. Work the physics in your favor!
Apply these techniques each time you move between lanes:
Look farther ahead, widen your view, and anticipate vehicles changing lanes.
Be “tactical ready,” poised to smoothly slow down or maneuver as necessary.
Stay to the left-most lanes on highways when lane splitting (between lanes #1 and #2).
Don’t linger in blind spots.
Beware of gaps that might invite other vehicles to change lanes just as you arrive.
Avoid splitting lanes near entrance and exit ramps (it’s illegal in California).
If riding with others, keep a safe distance between bikes to avoid rear-ending your buddy (or being rear-ended).
Lane-splitting riders must stay vigilant, especially when approaching gaps in traffic where a vehicle can suddenly change lanes.
Lane-splitting riders must stay vigilant, especially when approaching gaps in traffic where a vehicle can suddenly change lanes.
Of course, there is still the concern of other drivers and their response to lane-sharing motorcyclists, especially in states where the practice is not the norm. Until it is, riders should anticipate pushback from other motorists. Perhaps the best way to minimize that is to promote goodwill by being respectful, courteous, and empathetic to the other drivers who remain stuck in traffic (we’ve all been there).
Should You Do It?
It’s a personal choice – don’t ever let someone else force a lane-splitting decision for you. If you are still on the fence, here’s a little more filtering food for thought:
Not all motorcycles are created equal. While lane sharing is practiced by riders of all types, it is easier on a narrower, lighter machine. Remember, the wider your bike, the less space cushion you have as you filter between rows of cars, SUVs, trucks, and buses.
Not all riders are created equal. Experience riding in heavy traffic, ability to maneuver a motorcycle confidently at very slow speed, and maintaining a calm mind to avoid panic are important aspects of riding a motorcycle between lanes of congested traffic. Make an honest assessment of your own riding proficiency before attempting to split lanes.
Motivation matters. Lane sharing can be a valuable safety strategy to avoid rear-end collisions, and it can make commuting more efficient for all. But if your motivation is driven by impatience, resentment of other drivers who are holding up your progress, or simply because it seems that splitting might be an adrenaline rush, it may not be the best choice for you (it doesn’t do much to help driver attitudes toward the rest of us either).
Where is Lane Splitting and Lane Filtering Legal?
Even if you are willing, lane sharing is still only a legal practice in a handful of states – and to varying degrees. Lane splitting on multilane highways? That’s still only legal in California. Yep, that’s it. Lane filtering in stopped traffic can now be done to some extent in Arizona, Hawaii, Montana, and Utah, but each state has distinct restrictions (see sidebar below).
If you’re the gambling type, the states of Delaware and Arkansas don’t have legal language that expressly prohibits lane splitting and filtering, but they do have an abundance of law enforcement officers who are authorized to interpret what a “safe and legal” practice is on a case-by-case basis.
Lee Parks said he believes the challenge in new states will be educating the car drivers more so than the riders.
“It will require a lot of public service announcements and driver education to make it as accepted and ubiquitous as it is in California,” he said. “The successes and failures of those states will help drive policy for new ones to adopt one of my favorite benefits of riding in California.”
A summary of current state laws specific to lane splitting and lane filtering
California: The only state where lane splitting and lane filtering on multilane roadways are both legal practices.
Arizona: Motorcyclists may ride between lanes of stopped traffic at a red light on a multilane roadway where the speed limit is 45 mph or less and the rider is traveling no more than 15 mph. No passing on median or shoulder.
Hawaii: Riders are permitted to use the shoulder of the road to pass stopped traffic on roads with at least two lanes in each direction and a shoulder wide enough to accommodate the rider.
Montana: Riders may filter between lanes to overtake stopped or slow vehicles traveling no more than 10 mph provided that the motorcyclist stays within 10 mph of surrounding traffic and does not exceed 20 mph.
Utah: Motorcyclists may travel between lanes of stopped traffic (not slow-moving traffic) on a multilane road having a speed limit of 45 mph or less. Motorcyclists may not exceed 15 mph and may not use the shoulder or bike lanes.
My Take?
Beyond being asked by Stayin’ Safe training tour participants if I would be teaching real-world tips and techniques for safer lane splitting and lane filtering, I’m most often asked for my professional opinion on the practice. “It’s great,” I say, followed by, “and it’s not.” Practiced responsibly, it can be an effective way to avoid collisions and severe injury. When practiced irresponsibly, it can be perilous for the rider and, at a minimum, harmful to driver/rider relations.
Even after examining the data, hearing the opinions of experts, and weighing the significant pros and cons presented here, a consensus may remain elusive. When it comes to splitting lanes and filtering through traffic, it might always be a split decision among riders. Fortunately, we all have the personal option to do it or not do it. As for me, I split lanes where it is legal to do so, provided the environment, my equipment, and my state of mind are suited for it.
Now, if you’ll excuse me, I have an appointment and traffic is heavy, so I think I’d better split.
Inactive motorcyclists who haven’t ridden for some time are being urged to ride again, especially for commuting, as the pandemic travel restrictions begin to ease across the country.
This comes as the national cycling lobby is calling for $300 million to be spent on bike lanes.
Inactive riders
Federal Chamber of Automotive Industries motorcycle manager Rhys Griffiths points out that there are about 2.1 million licensed riders in Australia and about 870,000 registered motorcycles and scooters.
That means there are about 1.2 million inactive riders with a licence, he says.
“COVID-19 has changed the way we go about our lives. Motorcycles and scooters present a clever solution to the challenges the pandemic presents,” he says.
“A motorbike might well be the best way to maintain social distance without creating congestion. Riders can avoid the contagion risks presented by public transport, while cutting commute times by lane filtering through increased traffic.
Rhys says the plea to inactive riders will be a theme of their fourth Ride to Work Week in September 2020.
He says they will generate awareness through the website and social media.
The FCAI message to inactive riders follows recent surveys which suggest commuters will avoid public transport.
The fear is that this will send Australia from lockdown to gridlock.
The FCAI says motorcycle and scooter riders have two advantages:
They can mitigate infection risks by maintaining social distance; and
As commuter traffic volumes potentially increase beyond pre-pandemic levels, riders can nimbly negotiate traffic and park conveniently, cutting commute times.
Rhys also reminded riders to strictly observe all social distancing and contagion control requirements, and to regularly disinfect helmets, gloves and any high-touch surfaces on vehicle controls.
Meanwhile, the cyclist lobby is putting pressure on the federal government to spend $300m to build more bike lanes as post-pandemic traffic is expected to explode.
The national cycling safety charity Amy Gillett Foundation has commissioned a national poll which shows “massive support” for safe separate cycling infrastructure.
They claim a “doubling in cycling participation during the coronavirus lockdowns, as Australians turn to bikes for effective social distancing, for transport, enjoyment, and exercise”.
The Foundation is calling for $300m to be allocated from the $3.8billion infrastructure commitment made in late November 2019 by the Federal Government to build bike lanes.
They say the investment could be made immediately as part of the $500m Local Roads and Community Infrastructure announcement last week (22 May 2020).
Commuting to work is one legitimate way to ride and avoid the pandemic lockdown and travel bans, yet some riders are either scared for their safety or find it inconvenient.
Motorcycle commuting is not only fun and challenging, but also handy for parking, faster than cars because of lane filtering and more convenient than public transport.
Commuting safety
However, many riders find the biggest drawback is safety.
Commuting traffic is fraught with danger from inattentive motorists on the phone, eating breakfast, getting dressed, putting on lipstick, reading the paper, changing channels on the radio or Spotify … anything but paying attention to riders.
Peak hour radio traffic reports frequently include motorcycle crashes involving cars, buses and trucks.
Ride as if you can’t be seen. Move around in your lane, try to stay out of blind spots, blow the horn or blip your throttle to alert drivers and wear something bright.
Look at indicators and drivers for their intention to suddenly change lanes. They don’t always indicate, but you can sometimes see them move the steering wheel or their head as if they are about to swap lanes.
Filter to the front of traffic at the lights, stay in gear with the clutch in and plan your exit route in case you hear screeching tyres behind you!
Practise slow and balanced riding in a deserted carpark at the weekend, slipping the clutch, using the rear brake, keeping your head up and your eyes forward.
Even those who are confident in traffic may find commuting inconvenient because of the weather or because they have to wear a suit, well-ironed dress or carry a laptop and other gear.
So here are five tips to get around motorcycle commuting inconveniences:
Fit panniers, top box and/or tank/tail bag to carry a change of clothes and gear such as a laptop;
If not, then invest in a really strong but lightweight backpack (some even fold out like a suit carrier);
If you are lucky enough to be able to shower at work, leave a towel and a couple of changes of clothes at work;
Invest in high-quality airflow gear and carry a change of clothes;
Invest in a high quality rain suit or separate waterproof jacket and pants that overlap.
NSW and Western Australia remain the only two states to not yet implement new Australian Road Rules that would provide harmony across states on rider rules.
The Australian Motorcycle Council had lobbied tirelessly for years behind the scenes for uniformity of these rules across the states.
However, the rules had to be implemented by State Regulatory Authorities.
Discordant harmony
Victoria and the ACT were the first to implement the rules in July 2018.
However, Victorian Police still persist with fining riders for having a helmet camera and the ACT added the amendment that helmet attachment mounts must be ‘frangible’ which means they break off in a crash.
Queensland followed in November 2018, while Tasmania, South Australia and the Northern Territory followed last December.
Despite this apparent interstate harmony, there still remain variances in lane filtering rules, such as Queensland’s “edge-filtering” rule.
Edge filtering
AMC spokesman Brian Wood says Brian Wood believes NSW has been held up over the helmet attachment rules.
“The NSW Centre for Road Safety did some further oblique impact testing of cameras and communication devices on helmets about two years ago,” he says.
“They are yet to release the report. When I last asked about it in October, there were still some technical issues with the conclusions that needed to be resolved.
“It is hoped that this testing will give some guidance on what type of mounting is acceptable.
“In the meantime, the Centre for Road Safety is still saying it is legal to have a camera or communication device provided it is approved by the helmet manufacturer.”
The Centre told us they had completed three sets of tests on attachments fitted to motorcycle helmets:
The final series of tests were completed earlier last year. The results and recommendations from the tests are still being reviewed and a report is expected to be published this year.
Silly games
Wayne Carruthers
Longtime helmet rule campaigner Wayne Carruthers says SA and Tasmania are playing “silly games” over helmet attachments.
Tasmania added another sub clause to the “good repair and proper working order and condition clause”.
He says they are trying to limit attachments to those recommended by the helmet manufacturers.
“That is completely unenforceable and absurd,” he says.
An “approved motor bike helmet” must also be in good repair and proper working order and conditions. Examples of a helmet that is in good repair and proper working order and condition are:
A helmet that is scratched or marked but the scratch or mark has not
Penetrated the helmet’s outer shell; or
Damaged the helmet’s retention system; or
damaged the helmet’s inner lining.
A helmet that is damaged to a degree that might reasonably be expected from the normal use of the helmet.
Wayne says these amendments override the attachment rule by referring to an old regulation that all the old stickers and certifications are still required.
Each New Year we make resolutions to do something new, better or at least different for the next year.
This year we thought we would do something different for the new decade and compile a wish list of 10 New Year resolutions we would like others to make.
We know most of these are just vain wishes, but we thought we would present them anyhow in the hope someone out there takes up at least one of them!
The list includes other motorists, but is also aimed at other riders.
Resolutions we would like others to make:
Drivers should resolve to pay more attention to riders and looking out for their safety. Get off your phones, stop playing with the touchscreen on your cars instruments and use your mirrors.
Caravan and truck drivers could resolve not to try to pass other vehicles on the only double-lane uphill stretch for miles around, blocking a string of traffic behind them who could have passed a lot quicker.
How about riders resolving not to make disparaging comments about other people’s choice of bike? We are part of a small community, so we should stick together and support each other.
That’s an unusual pink slip!
Some riders could also resolve to ride within their abilities. Don’t show off or try to get your knee down on public roads. Take some responsibility for your own safety and don’t just blame other motorists.
We would also love it if governments at all levels resolved to listen to riders and include them in their planning.
Drivers of all vehicles should resolve to understand that lane filtering is legal and not only a benefit to riders, but to all motorists as it reduces the number of vehicles in the commuter queue
Here’s a sign we’d like to see
Instead of adding performance parts to your motorcycle to squeeze out more power, riders could resolve to lose some weight to improve the bike’s power-to-weight ratio, or maybe take some riding lessons to sharpen your skills. Admit it; you don’t use anywhere near all the power your bike already produces!
We would appreciate it if some keyboard warriors would resolve to not fire off random abusive comments to us and other readers before thoroughly reading our articles, including this ironic list.
Aussie commuting traffic is fastest and safest in Perth and the worst in Sydney, according to a new statistical analysis of 100 major cities in the world.
The 2019 Driving Cities Index, commissioned by European car parts retailer Mister Auto, considers commuting traffic speeds, road condition, congestion, road rage, fatality rates, air pollution and costs such as parking and fuel.
Best commuting traffic
The best city for commuting traffic was Calgary in Canada, a country which had several cities in the top 10.
It was followed by Dubai, Ottawa, Bern and El Paso.
Perth was 13th, Brisbane 66th, Melbourne 83rd and Sydney 86th.
Perth commute is best even in the rain!
That is despite Melbourne rating much worse than Sydney for fatalities and road rage.
Canberra and Adelaide were not included as the study “focuses on the largest cities in each country”. However Mister Auto will “consider including these cities in expanded future iterations”.
Worst
Worst cities were mainly in Asia and Africa led by Mumbai in India followed by Ulaanbaatar in Mongolia, Kolkata in India and Lagos in Nigeria.
It rated Perth the best place in Australia for commuting at 19th, followed by Brisbane at 45th, Melbourne 55th, Adelaide surprisingly at 57th and Sydney worst 61st.
The Mister Auto survey found the state capital cities’ road conditions and fuel costs were the same rating them at 75th worst roads in the world and 78th for fuel costs.
(Sponsored post on lane splitting for our North American readers)
Lane-splitting is the act of riding a motorcycle between the lanes of traffic on a freeway or city road. It’s a controversial topic in motorcycle safety, with a variety of opinions and different laws on whether it benefits motorcyclists or puts them in more danger. Many riders advocate for lane-splitting, out of fear that they’ll be sandwiched between two vehicles in a rear-end accident in stop-and-go traffic. They claim it’s safer to travel between lanes, and eases traffic during a busy commute. Those against it argue lane-splitting increases the likelihood of a crash if a driver isn’t paying attention, and doesn’t notice the rider along his or her side.
Motorcycle injury attorneys at Cannon & Dunphy, S.C. claim motorcyclists face a greater risk than any other vehicle on the road. If involved in an accident, riders are are also more likely to suffer serious or catastrophic injuries. Lane-splitting has come up a lot in legislation about motorcycle safety, with a lot of gray area in different parts of the nation. So what is safer, splitting lanes or staying within the lines? A study at UC Berkeley suggests splitting reduces the likelihood a motorcyclist will be hurt in a crash, and the findings could change motorcycle laws across the country.
Lane-Splitting Increases Safety
The study, shared by the American Motorcycle Association, showed that riders who split lanes were significantly less likely to be struck from behind in a crash. Researchers reviewed nearly 6,000 motorcycle-involved collisions between 2012 and 2013. In 997 of those cases, the motorcyclist was splitting lanes at the time of the crash. Overall they found riders who split lanes were 6% less likely to suffer a head injury, 10% less likely to suffer an injury to the torso, and 1.8% less likely to die in a crash.
A few significant findings include:
Lane-splitting motorcyclists are less likely to be rear ended than those that don’t lane split, from 2.6% to 4.6%
Riders who lane split are 14% more likely to wear a full-face helmet and proper protective gear
Lane-splitting is safe if the rider travels at 50 miles per hour or less, and no more than 15 miles per hour above the flow of traffic
Authors of the study cite stop-and-go traffic as the main reason motorcyclists are in danger on the road. The American Motorcycle Association agrees, stating,”reducing a motorcyclist’s exposure to vehicles that are frequently accelerating and decelerating on congested roadways can be one way to reduce rear-end collisions for those most vulnerable in traffic.”
Which States Allow Lane-Splitting?
Despite being a common practice on other continents like Australia, Europe and Asia, only California has legalized splitting for motorcyclists. California passed a bill known as AB-51 in 2017, ensuring that the practice is legal across the state.
After the bill was passed, the Governor’s Highway Safety Association released data showing an almost 30% decline in fatal motorcycle accidents since lane-splitting was legalized. The data failed to highlight a specific trend across the United States, with numbers ranging from a 66.7% decrease in Washington D.C. to a 175% increase in fatal accidents in Rhode Island. However, the national average dropped by 8.6%, 30 states saw a general decline in fatal motorcycle accidents, and there were decreases of more than 20% in 14 states.
Other states are working on their own legislation, but no other states have fully legalized lane-splitting like California. Utah has passed some legislation in May 2019, legalizing lane splitting with specific modifications for “lane-filtering”. Oregon, Washington, Connecticut, DC, and Maryland are currently considering new lane-splitting legislation as of October 2019. Many states don’t have any specific mention of lane-splitting within their legislation, meaning it’s not necessarily prohibited by law. This list includes Montana, New Mexico, Texas, Oklahoma, Arkansas, Mississippi, Missouri, Kentucky, Ohio, West Virginia, and North Carolina. All other states have laws in place to specifically prohibit lane-splitting for motorcycle riders.
As more information begins to come out about lane splitting safety, it will be interesting to see if more states choose to legalize the practice in hopes of keeping motorcyclists safer.
The third annual Australian Ride Your Motorcycle to Work Week is on from 7-11 October 2019 and once again double Dakar Rally winner Toby Price is the event ambassador.
According to the official Ride to Work Week press release, Toby says:
When you ride, you’re living a little more!
No one should go through life without knowing the joy of riding a motorbike.
Easy parking, lane filtering and the freedom and feeling of two-wheels. How could you have a bad day at work if it starts and ends with a ride?
No matter what you ride, this a week for us all to come together and enjoy taking the long way home!
Free inspections
The event is an initiative of the Federal Chamber of Automotive Industries, supported by Aprilia, BMW Motorrad, Can-AM BRP, Ducati, Harley-Davidson, Honda, Husqvarna, Indian Motorcycles, Kawasaki, KTM, Moto Guzzi, Piaggio, Suzuki, Triumph, Vespa and Yamaha.
To support the week, a selection of Australia’s motorcycle dealerships will offer a free Ride-Thru 10-point inspection of their bike to make sure it is safe and road ready.
Riders are also encouraged to share their favourite sections of their long way home on Facebook, Instagram and the official website.
According to the press release, FCAI CEO Tony Weber says the goal is to get current riders riding and make prospective riders curious:
We are traditionally a country mad for motorcycles. This event gives riders an opportunity to share their love for bikes with their colleagues and prepare for summer.
When the motorcyclists I know start explaining their love for it, I have to admit I am tempted to ask for lessons. Bringing a group with so much passion together, making them more visible on the road … it’s a great opportunity to get back on the bike, or take your first steps as a rider.
Our view
Anything is better than nothing and I will do my best to support this initiative (even though I work from home!).
However, I believe this is another opportunity lost.
As usual there will be no single event planned to hook the mainstream media.
Overseas, similar events are held on one particular day. That focuses the mainstream media on one event and attracts a lot of attention.
There is also nothing planned to highlight to the public how many of us ride and how our lives matter.
It would be great to see the media getting the message that lane filtering is legal and to leave a gap for our safety and for their expediency.
Here’s a sign we’d like to see in Ride to Work Week!
Instead, this is simply a commercial initiative driven by dealers and distributors to get riders into their shops.
A rider crossing a lane to filter between traffic t-bones another lane-filtering rider in this video released by the Queensland Department of Transport.
The Department posted the video on Facebook with this message:
You’re only allowed to lane filter in Queensland if you hold an open licence for the motorcycle you’re riding, your speed when filtering is 30km/h or less and it’s safe to do so.
We’re not sure if the riders are fully licensed, but they do not seem to be going over 30km/h.
As for the safety, the fact one t-bones the other seems to suggest it is not safe.
Illegal manoeuvre
Also, the rider on the right of the screen is illegally filtering up a merge lane and over painted chevrons.
Their message probably should have pointed that out.
You can only ride on a painted traffic island for up to 50m to enter or leave the road, enter a turning lane that begins immediately after the island or overtake a cyclist.
You must also not drive on a painted traffic island if the island is surrounded by double continuous lines and/or separates traffic flowing in the same direction—like an onramp in this situation.
RACQ safety officer and Bonneville rider Steve Spalding says it is not only against the law, but dangerous.
“The rider could find themselves trapped between merging vehicles with no room to escape the situation,” he says.
The rider also should have looked behind him when moving into the gap between the lanes.
There are many dangers as well as challenges in lane filtering, but one danger we may overlook is fellow lane-filtering riders.
Wayne Carruthers
