Tag Archives: Motorcycle Safety

NHTSA Report Shows 2021 Motorcycle Fatalities the Highest Since 1975

May 1, 2023 mcnews Leave a comment

May is Motorcycle Safety Awareness Month, and with the peak motorcycle riding season kicking off in many parts of the country, the National Highway Traffic Safety Administration has released what the Motorcycle Safety Foundation called a “grim report” showing an increase in motorcycle fatalities in 2021.

According to the NHTSA Motorcycle Safety webpage, 5,932 motorcyclists were killed in 2021. These deaths represent a 7.7% increase over the previous year and 14% of the total traffic fatalities for 2021. It is also the highest number of motorcyclists killed since at least 1975.

Motorcycle and scooter riders, with their smaller profiles, are at great risk of not being seen by drivers, so the MSF is urging all roadway users to “Expect Us, See Us,” and actively search for riders and stay focused on the road.

“The NHTSA data may be from 2021, but distraction, speeding, and driving or riding while under the influence continue to be problems today,” said Rob Gladden, vice president of training operations for MSF. “However, these are all things we can change.”

When it comes to riding impaired, nearly a third (29%) of riders who were killed in 2021 were intoxicated, representing a 19% increase over the previous year. Another surprising number is that over a third (36%) of motorcyclist fatalities were riders without a valid motorcycle license.

In the bigger picture of all traffic- and vehicle-related incidents, crashes caused by distracted driving rose 12% from 2020 to 2021, according to NHTSA, while speeding-related fatalities increased by 7.9%, and alcohol-impaired-driving fatalities rose 14%.

“One of the biggest risks to motorcyclists is drivers who don’t see the rider and turn across their paths, even if they are not driving distracted,” Gladden said.

As part of Motorcycle Safety Awareness Month, the MSF has offered five tips for motorcycle and scooter riders:

Be visible: Wear bright clothing and a light-colored helmet. Always have your headlight on, day and night, and avoid riding in the blind spots of cars and trucks. If possible, flash your brake light when slowing and before stopping.
But pretend you are invisible: If you assume others can’t see you, you will tend to ride in a hyperaware mindset and learn to notice every detail in your surroundings. Constantly search for changing conditions using the Search-Evaluate-Execute (SEE) strategy to assess and respond to hazards before you have to react to an emergency.
Gear up every ride: Wear proper riding gear from head to toe. Full-face helmets provide the best protection. Jackets, pants, gloves, and boots that are made for riding will generally be made of abrasion-resistant material and provide additional comfort and protection.
Follow the rules of the road: Riding respectfully — and legally — creates a safer environment for everyone. Unexpected maneuvers could startle or confuse others and cause a crash.
Before you ride, look over your bike: Do a pre-ride check, which includes looking over your tires and wheels, checking fluids, cables, your bike’s chassis, lights and electronics, and the stands. Use the T-CLOCS inspection checklist to help you.

Because riders are also often drivers of other types of vehicles, the MSF has offered tips for operating other vehicles as well.

“If you are distracted — using your cell phone, eating, or engaged with other passengers — the risks rise exponentially for riders,” Gladden said. “If driving, please be vigilant. Actively search for motorcyclists and look twice, especially before changing lanes or turning.”

Whether you’re a driver of a four-wheeled vehicle or a passenger in one, keep these tips in mind:

Actively look for motorcyclists: While many cars have blind-spot detection and collision-avoidance systems, they are not a fail-safe. Also use your eyes and mirrors to check all around you, and look twice before maneuvering into or around traffic.
Focus on driving: Put down the phone; don’t let pets and passengers distract you.
Use your turnsignals: Signal your intentions. It can help others know what to expect or even alert them to get out of your way if they are in your blind spot.
Give two-wheelers some space: Don’t tailgate or get too close next to riders. Give them space to maneuver and adjust to roadway conditions.
Keep it in the vehicle: Don’t throw trash or cigarettes out the window. Make sure cargo is secured so it doesn’t fall onto the road and become a hazard.

For additional information, including safety booklets, tips, and other reference guides, as well as details on MSF riding classes, visit the Motorcycle Safety Foundation website.

The post NHTSA Report Shows 2021 Motorcycle Fatalities the Highest Since 1975 first appeared on Rider Magazine.
Source: RiderMagazine.com

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Forcite Helmet Systems and partners awarded $1.65 million research grant

March 29, 2023 mcnews Leave a comment

Forcite Helmets Update The Federal Government has awarded Forcite Helmet Systems Pty Ltd (Forcite), the University of Canberra, Macquarie University, Western Sydney University and industry partners a $1,650,505 research grant to help reduce motorcycle accidents and fatalities with an advanced rider assistance system. Forcite is partnering with the three universities, Transport for NSW, APPRO Photoelectron […]

The post Forcite Helmet Systems and partners awarded $1.65 million research grant appeared first on MCNews.

Source: MCNews.com.au

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REVER Adds Rider-Sourced Hazard Reporting

February 7, 2022 mcnews Leave a comment

Wouldn’t it be great to know if there were unforeseen hazards on the road ahead you before you got there? That’s the goal of a new rider-sourced hazard reporting function provided by Charles River Analytics that will be hosted on the popular REVER ride route app. Users will be able to offer real-time hazard reporting, like Waze for motorcyclists but with a greater emphasis on safety. More information in the press release below.

REVER, the Colorado-based powersports app and part of the Comoto family of brands, today announced a collaboration with Charles River Analytics to introduce the industry’s first motorcycle hazard warning app integration driven by rider-sourced information.

The collaboration introduces Charles River Analytics’ technology – “Bolstering Awareness with Real-Time Rider Alerting and Cueing for Upcoming Danger Avoidance” (BARRACUDA) – as a user-generated feature within the REVER app that encourages riders to share accurate and real-time information about the roads and trails they’re exploring. The software is designed to help create safer roads, build community, and increase access to pertinent information for riders—no matter where they may be. Charles Rives Analytics’ development of BARRACUDA was funded by the Federal Highway Administration as part of the U.S. Department of Transportation’s Small Business Innovation Research Program.

Unlike automobile drivers, motorcycle riders are much more vulnerable to road hazards. Potholes, inclement weather, and slick roads can pose immense danger to riders and increase the probability of accidents. BARRACUDA provides timely hazard alerts designed to minimize distractions and, ultimately, keep motorcyclists safe. REVER users can interact with the BARRACUDA feature in a variety of ways, including through voice commands and button-based controls.

REVER has the largest online community of motorcycle riders. Through this partnership with Charles River Analytics, REVER will offer BARRACUDA to its millions of powersport enthusiasts and app users. Users will be able to natively interact and provide accurate, real-time hazard reporting, laying the foundation for a mass movement toward heightened rider safety.

BARRACUDA is available to REVER users on the Android platform, with the iOS version currently in private beta.

“This joint venture showcases the care and concern that the U.S. DOT shares with us regarding the safety and well-being of motorcyclists. The BARRACUDA SBIR project needed a large community of riders to bring this vision to life, and we knew that the REVER network was an optimal place to start,” said Justin Bradshaw, VP of Mobile Operations at REVER. “We like to think of BARRACUDA as the Waze for motorcyclists, but with a heightened emphasis on safety. Access to our millions of powersports enthusiasts allowed us to work with our partners to create a comprehensive, user-powered platform that warns riders of road hazards. This addresses a huge need for our community and we’re thrilled to be a part of the team bringing this technology to life.”

“Motorcycle riders can now benefit from state-of-the-art technology that improves their safety and adds to their experience while they are on the road,” said Dr. Elaine B. Coleman, VP of Commercialization at Charles River Analytics. “We are grateful to the U.S. DOT for selecting Charles River for an SBIR award to develop our app, and we’re very excited to partner with REVER on a solution that allows riders to avoid and report dangers without sacrificing safety.”

For more information, please visit rever.co.

The post REVER Adds Rider-Sourced Hazard Reporting first appeared on Rider Magazine.
Source: RiderMagazine.com

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Cutting through the crap when it comes to motorcycle crash statistics

September 30, 2021 mcnews Leave a comment

Australian Motorcycle Crash Data

We receive numerous emails each day asking for sponsored articles to be posted here on MCNews.com.au, along with various other angles PR and SEO companies work in their quest to obtain valuable links through to their sites. We generally ignore them all. Law firms offer the most money for such things which is why you might notice some sites offering plenty of articles with a legal angle.

Some of the most unique approaches also come from law firms and one recently landed in our inbox with the headline ‘Motorcyclist fatalities up 42% year on year, highest rate in 10+ years | LHD Report’. Obviously that is quite a startling headline that would generally garner plenty of clicks, as it was designed to do, but we thought we might see how they have come up with their figures.

Their message was as follows and included the accompanying graphics

Using data from the Australian Road Deaths Database (ARDD), LHD Lawyers have analysed road transport crash fatality data as reported by the police to compare the first half of 2021 with trends over a ten year period (2011-2021).

The data has revealed some truths, in which we think the MCNews readers will find interesting, including:

Alarmingly, motorcyclist fatalities have risen 42% year on year and are now at their highest in 10+ years
Road users aged 40-64 have made up 31% of all Australian road fatalities in the last 10 years. This segment increases among cyclists and motorcyclists, where 44% of deaths are Generation X or Baby Boomers.
Road fatalities are up 7.5% in the first half of 2021 compared to last year
Saturday is the deadliest day, with 17.6% of road deaths occurring on this day
76% of all road deaths were male in H1 2021

They then subsequently followed this up with this.

A recent study analysing government data on road-related fatalities has shown how different road users, including motorcyclists, can stay safe on the roads by understanding common traits of traffic fatalities and being aware of the risks.

The research piece, conducted by LHD Lawyers, used 10 years of data and almost 12,000 crash reports from the Australian Road Deaths Database (ARDD) to help road users understand when & how fatal accidents happen.

While overall fatal road accidents have been falling over a 10 year period, a surge in motorcycle road use has led to a 42% increase in deaths when comparing H1 2021 against H1 2020.

Sunday is the most dangerous day to be on a motorcycle

21% of all motorcyclist accidents occur on a Sunday, with 41% occuring on the weekend. The least number of accidents occur on Mondays, which equals 10%. Interestingly the amount of accidents increase as the week goes on.

There is a much clearer pattern of weekend accidents for motorcyclists compared to other road users, with the most dangerous days being Wednesday and Thursday for pedal cyclists.

Day of week	All Road Users	Motorcyclists	Pedal Cyclists
Monday	12%	10%	12%
Tuesday	12%	11%	15%
Wednesday	13%	11%	16%
Thursday	13%	12%	16%
Friday	16%	14%	11%
Saturday	18%	20%	15%
Sunday	16%	21%	14%

24% of all motorcycle fatalities occur between 2pm and 5pm

Afternoons are without question the most deadly times to be on the road for all users and motorcyclists in particular.

Day of week	All Road Users	Motorcyclists	Pedal Cyclists
0:00	3%	2%	1%
1:00	3%	2%	0%
2:00	2%	1%	0%
3:00	2%	1%	1%
4:00	2%	0%	1%
5:00	3%	1%	3%
6:00	4%	3%	8%
7:00	4%	3%	8%
8:00	4%	3%	11%
9:00	4%	5%	7%
10:00	5%	5%	7%
11:00	5%	7%	5%
12:00	5%	8%	3%
13:00	5%	7%	3%
14:00	6%	8%	5%
15:00	7%	8%	6%
16:00	6%	8%	7%
17:00	6%	7%	6%
18:00	5%	5%	6%
19:00	5%	4%	3%
20:00	4%	3%	3%
21:00	4%	3%	3%
22:00	3%	3%	1%
23:00	3%	2%	1%

27% of all fatalities occur on roads with 100km speed limit

33% of all road fatalities occur on roads with a 100km per hour speed limit with 27% of these fatalities being motorcyclists. Unsurprisingly, only 1% of deaths occur on roads under 30km per hour.

Road Speed	All Road Users	Motorcyclists	Pedal Cyclists
30km/h (or under)	1%	1%	2%
40km/h	1%	2%	2%
50km/h	11%	14%	23%
60km/h	17%	24%	29%
70km/h	5%	6%	5%
80km/h	15%	19%	15%
90km/h	2%	2%	1%
100km/h	33%	27%	17%
110km/h	13%	5%	4%
130km/h	1%	0%	0%

42% of motorcyclist accidents occur in major cities

Unsurprisingly, the largest share of deaths occur in major Australian cities, but 54% of are occuring in regional areas of some kind. Pedal cyclist deaths are far more skewed to city locations.

Type of Area	All Road Users	Motorcyclists	Pedal Cyclists
Inner Regional	32%	33%	16%
Major Cities	34%	42%	69%
Outer Regional	24%	21%	10%
Remote Australia	4%	2%	2%
Very Remote Areas	5%	3%	3%

“The biggest trend we see is consistency,” says John Abouchrouche, Managing Director at LHD Lawyers. “Despite best efforts, an alarming number of Australians continue to lose their lives on our roads each year and even more are seriously injured. With 16% of our clients coming to us after a motoring injury, we see all too often the devastating consequences of poor decision making on the road”.

In reality the trend is a positive one for motorcycling

Rather than take these figures at face value we thought it would be wise to do some digging of our own, and enlisted the help of Australian Motorcycle Council Chairman, Shaun Lennard, to try to sort the wheat from the chaff and interpret the data available in regards to motorcycle crashes in Australia.

AMC focussed on the headline claim that ‘‘Motorcyclist fatalities up 42% year on year, highest rate in 10+ years’.

They found that, notwithstanding the significant growth in registrations since 2004, the number of deaths has remained much the same.

AMC Chairman Shaun Lennard

The Bureau of Infrastructure and Transport Research Economics (BITRE) publishes detailed information on Australia’s road toll – every month and then a detailed annual analysis. The focus is mostly on trends – usually looking at five years or more.

Motorcycle fatalities have not risen 42% year on year. We have looked closely at the LHD report and the BITRE data to understand where their figure has come from.

It’s true that motorcycle deaths in the first six months of 2021 were 42% higher than the first six months of 2020. January to June 2020, the total was 93. Over the first six months of 2021, it was 132.

However, looking at a narrow set of figures can give a skewed view, and that’s why governments and others generally look at five year trends when making any road safety assessment.

Let’s instead look at some five-year figures and trends. The five year average for motorcycle deaths in 2010 was 233. The five year average at the end of 2020 was 210.

The highest number of deaths in the past decade was 249, in 2016 – and we note that was the highest in the past 20 years.

In 2020, the number of motorcycle rider deaths was 190.

Over the past ten years, the number of deaths has reduced on average by 0.6%, so the claim of a 42% increase – no matter which way you analyse numbers – is clearly an error.

When you overlay the registration data, which BITRE also does, the picture for motorcycle safety is actually one of significant improvement over any five or ten year period.

From 2010 to 2020, the number of registered motorcycles and scooters increased significantly – by 33% – from 661,000 in 2010 to 881,000 in 2020. So when you look at the death rate for riders, it has declined, and markedly.

In 2010, the fatality rate was 3.4 per 10,000 registrations. It was 2.2 by the end of 2020. That’s a 35% decrease in the fatality rate in ten years. That’s also a far cry from when it was around 14 per 10,000 riders 40 years ago, in 1980.

There’s still more that can and needs to be done, but as the total number of powered two wheelers on the roads in Australian gets close to 900,000 the overall picture for motorcycle safety is definitely encouraging.

So there you have it, we are not doing so bad after all…

Source: MCNews.com.au

Motorcycle News, News

The Why Behind Arai Helmets

July 20, 2021 mcnews Leave a comment

In 1914, a doctor practicing near the Brooklands racetrack in England first correlated the relationship between motorcycle accidents and serious head injuries. Dr. Eric Gardner went on to invent the first purpose-built motorcycle helmet. It wasn’t until two decades later, when a head injury resulting from a motorcycle accident took the life of Thomas Lawrence, better known as Lawrence of Arabia, that the first serious studies were conducted into the efficacy of motorcycle helmets in reducing the severity of head injuries. Hugh Cairns, Lawrence’s attending doctor and a leading neurosurgeon, used his findings and influence to ensure that helmets would become obligatory equipment for British Army Signal Corps riders going forward.

Early helmets were mostly constructed from cork, leather, and sometimes wood, and remained so until post-war developments in synthetic materials lead innovators such as Hirotake Arai to develop an entirely new design. Arai, a keen motorcyclist, had retooled his family hat business to produce safety helmets for construction workers. Applying the same manufacturing techniques, he began making and selling the first Japanese motorcycle helmets in 1952. They were made from a fiberglass resin outer shell lined initially with cork, and later, expanded polystyrene (EPS).

Seven decades on, motorcycle helmets, along with a multitude of international standards, have evolved exponentially, as has our understanding of science. Nonetheless, the infinite number of variables existing in a real-world crash ensure that even the most sophisticated models used to gauge a helmet’s ability to absorb an impact will remain controversial. While tests aimed at appraising shell penetration, peripheral vision, and the strength of chin straps lend themselves more readily to laboratory observation, governing bodies are forced to compromise in the face of producing practical, repeatable tests that accurately simulate impact absorption.

An effective helmet design aims to minimize the energy reaching the wearer in a crash, and since much of the testing involves dropping helmets from a given height onto an anvil, passing the resulting standards can be as simple as thickening the EPS layer in all the right places. Arai argues that the resulting helmet would no longer possess the overall strength and durability afforded by a sphere and ignores the role a helmet plays in redirecting and absorbing energy. In the same way a stone can be made to skim across a pond, a round, smooth helmet will glance off a surface, redirecting energy away from the wearer.

Arai’s design philosophy first accepts that practical limitations on a helmet’s size and weight restrict the volume of protective EPS foam it can contain. Inevitably, helmets can’t prevent all head injuries. But, with the understanding that safeguarding a rider’s head goes far beyond meeting the demands of governing bodies, Arai applies the “glancing off” philosophy to design helmets that reduce the effect of impacts on riders’ heads. Given that most impacts are likely to occur at an oblique angle because motorcyclists are moving at speed, Arai’s design aims to maximize the ability of a helmet to redirect energy by glancing off an object. The design is a function of shape, shell strength, and deformation characteristics that absorb energy along with EPS.

Arai collects crashed helmets for analysis and data collection, and uses the information to continually refine their helmet design.

Arai has developed and refined its approach through decades of evaluation and experimentation. Its helmets are round and smooth, and any protruding vents or airfoils are designed to detach on impact. The shell itself must be strong and flexible, but it must not deform too quickly or it will dig in rather than glance off. Arai uses multiple laminated layers combining glass and composite fiber to produce a very strong but lightweight material, and areas of potential weakness at the helmet’s edge and eyeport are reinforced with an additional belt of “super fiber.” Arai says its shells can withstand much higher abrasion than what is mandated by standards tests, and in doing so, can retain its energy absorption properties for a second or third impact.

While glancing off can redirect energy from the impact, a high-velocity crash may also require a helmet to absorb and distribute impact energy. Arai’s proprietary one-piece, multi-density EPS liner is made up of different sections of varying densities corresponding to the adjacent shell surface. This helps maintain the helmet’s spherical form and enhances its ability to glance off. In the case of a crash involving a slide along the ground and into an object, such as a curb or barrier, Arai’s helmets are designed to deflect the initial impacts with the ground with minimal shell deformation, saving its absorption properties for the rapid deceleration caused by impacting the object.

Many other helmet manufacturers and philosophies exist, and riders must make their own conclusions in the knowledge that certification requirements mandated by bodies such as the DOT and ECE only guarantee a minimum standard. Every Arai helmet is still made and inspected by hand at the family-owned factory in Japan; the only automated process is the laser cutting of the eyeports. Over its history Arai has built an enviable reputation for quality and attention to detail. As the saying goes, it is expensive for a reason.

For more information on Arai helmets, visit araiamericas.com.

The post The Why Behind Arai Helmets first appeared on Rider Magazine.
Source: RiderMagazine.com

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Spaniards Don’t Want Mandatory Airbag Systems

June 8, 2021 mcnews Leave a comment

After the hullabaloo with Klim’s airbag vest, you’d think that the consensus surrounding motorist airbag systems would remain controversial.

The Spanish Dirección General de Tráfico (DGT) begs to differ – and riders aren’t happy.

According to an article from FemaMotorcycling, the Spanish Directorate-General for Traffic – a government-run department responsible for the Spanish road transport network – wants to make motorist airbag systems mandatory.

While the actual law wouldn’t come into effect for several years, the motorcycle community is already pushing back, arguing that the safety doesn’t necessarily outweigh the unfortunate fact that motorist airbag systems are expensive – and Spain’s Value-Added Tax (VAT) on safety gear would push the price even higher.

Other arguments include why the government won’t focus on higher priority problems on the docket, such as the legalization of intercoms and updating old infrastructure – and a man by the name of Juan Manuel Reyes has the answer.

Reyes is the President of Asociación Mutua Motera (AMM), which recently released a survey on whether or not airbags should be mandatory. 65.49% of the motorcyclists surveyed did not agree with the mandatory use of airbags, with a scant 21.08% promoting compulsory use at all times.

Reyes released in a statement that, “The problem we have is that, when a European country legislates something in relation to motorcyclists, other [countries] follow. This is what happened with gloves in France. When gloves became mandatory in our neighboring country, the Spanish government wanted to imitate the measure immediately.”

CFMoto-650 Vicroads online Survey motorcycle safety levy Victoria Yarra Black Spur country

Reyes explains how motorists should be monitoring any measure approved in a European country, especially if the same measure is extended to others.

AMM plans on a meeting with the DGT to discuss further details on mandatory airbag systems.

As Reyes predicted, DGT presented and passed the necessity for mandatory motorcycle gloves.

Touché, France.

Source: MotorbikeWriter.com

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New Bill Filed To Protect Filipino Motorists

June 7, 2021 mcnews Leave a comment

As riders, I’m sure we can all attest to the fact that motorcycles aren’t for everybody.

It could be the loud rumble of an inline-four, the younger squidlings on their Suzuki GSX-R600s squirting around town making short work of statistics, or the general aesthetic of motorcycle culture.

Whichever the reason, uneasiness can turn into downright dislike – and dislike can be dangerous.

According to a report from MotoPinas, a Filipino senator and boxer by the name of Manny Paquiao has just filed a bill that will protect 17,000,000 motorists across the country from discrimination in the Philippines.

The bill, also known as SB 2263, or “the Motorcycle Rights and Safety Act of 2021”, was created to increase awareness of the unfairness motorcycle riders have to tolerate – specifically, regulations surrounding buying, owning, and riding a motorcycle, as well as regulations of the trades and towns supporting the rider.

The unhealthy prejudice against motorcycle riding has made Filipino moto laws brutal for years now, with riders having to deal with motorcycle-only checkpoints, bans on expressways for bikes under 400cc, and a questionable ‘doble plaka’ law, which puts a motorist in danger of a jail sentence if the bike is missing a license plate.

This combined with aftermarket monopolies, small-town restrictions that forbid motorists from wearing helmets in certain areas, and companies’ misuse of power to create subjective interpretations for bikers have created a need for equality, respect, and safety on the road.

front-side view of the 2021 MV Agusta F3 Rosso

A man by the name of Jobert Bolanos, with ties to the Motorcycle Rights Organization (MRO), has disclosed that it took 13 years for SB 2263 to become a reality, for a lawmaker to step up and sponsor the bill.

With rights being a larger priority on the docket, Bolanos has high hopes for the country. He says, “There will be no more subjective apprehensions, no more violation of our property rights, no more harassment for stupid ordinances, local enforcement will be properly trained and screened by the LTO on traffic rules and regulations, legal and legitimate aftermarket parts will no longer get us wrongfully apprehended, motorcycle taxies will be legalized, proper rider’s training shall be provided, an objective and proper noise regulation shall be implemented, the right safety requirements shall be properly defined and enforced, and we shall be recognized as who we truly are, AN INTEGRAL PART OF SOCIETY…”

Fingers crossed that the bill is passed, and motorists can experience consistent laws and regulations across the Philippines.

For more Filipino-related content, head over to this article from MotorBikeWriter.

Source: MotorbikeWriter.com

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Potential Off-Road Motorbike Registration Falls Thru for the UK

June 2, 2021 mcnews Leave a comment

With Motorcycle theft on the rise and many desperate to curb crimes at the source, questions were brought up to the UK’s Department for Transport (DfT) on whether a registration method could be created for off-road motorcycles.

The registration could potentially protect motorcycles by making it harder for rubber robbers to ride, thereby also bringing down the number of bikes per annum that go missing.

According to a report from TMXNews, this proposition resulted from a posit made almost 26 years ago by the Driver and Vehicle Licensing Agency (DVLA), who submitted a voluntary registration scheme for off-road motorcycles in 1994.

These plans were never realized, but Graham Stringer MP introduced a Private Members Bill in 2007, highlighting the DVLA’s concerns. Unfortunately, this Bill was eventually withdrawn, with the Auto-Cycle Union (ACU) being the largest force to petition against the registration.

Recently, similar plans were brought to the DfT, with a general focus on whether the DfT could put this registration concept forward at little to no cost to the rider. However, MP Rachel MacLean confirmed in a Parliamentary Questions event that the DfT would make no such plans – and that off-road motorcycles are under no such legal obligation from the government.

ACU Chairman Roy Humphrey hands out medal of honour to Alan Penny — From Left To Right: Roy Humphrey, Alan Penny

ACU Chairman Roy Humphrey seems rather happy about this, commenting the following: “As we gradually get back to normal after the last year or so, the confirmation that there are no plans to make the registration of off-road vehicles mandatory is welcomed.”

Call to challenge exhaust noise fines sign noise cameras

Humphrey says that they do experience troubles with motorists that ride off-road illegally and tarnish the sport. Still, license suspension is mandated by the ACU and regularly enforced by the relevant boys in blue.

Click here to be redirected to MotorBikeWriter’s article on the current state of the UK’s illegal bike chop shops.

Source: MotorbikeWriter.com

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UK’s Illegal Bike Chop Shops: Motorcycle Theft and Prevention in 2021

June 1, 2021 mcnews Leave a comment

The UK has seen a dramatic drop in motorcycle theft since the start of the pandemic.

A report from MCN stated a 35% drop in general crime for the 2020 lockdowns, and Police National Computer (PCN) figures suggest as much as a 45% decrease in motorcycle theft in the same period.

While lockdowns have led to many placing their beloved bikes into the safety of pandemic hibernation, the decrease in theft has galvanized people like Bill Taylor from BikeTrac to look a little closer at the current systems used to turn stolen motorcycles into a profitable statistic.

“When BikeTrac first started ten years ago, we saw more bikes heading towards the ports after they were taken. We either found them in shipping containers or boxed up ready to be shipped, so we knew where they were headed. That route has become much rarer now…We normally recover a bike very quickly after it has been stolen. The thieves will store a stolen machine for a period of time to see if anyone comes for it, and we generally recover it at this stage. But on the odd occasion that the bike is moved on before we get to it, they don’t seem to be heading straight out of the country.”

Bill mentions that they tracked a customer’s bike to a container that, when opened, also contained parts from other bikes that had been stripped – some of which still sported identification and proof that authorities could trace back to other stolen motorcycle cases.

Dr. Ken German, an expert in vehicle crime, also added this useful bit of information:

“Some bikes certainly make it out in containers, but it’s far more lucrative to strip a bike and sell the parts. There’s much less risk in handling parts than there is if you’re caught with a whole bike.”

A technician checks the possible remaining voltage of a completely burned Lithium-ion car battery before its dismantling by the German recycling firm Accurec in Krefeld

What can you do about it?

Dr. German highlights the benefit of forensic marking systems such as Datatag and how useful they can be in retrieving and tracing a stolen bike.

“…they can help police identify stripped parts from a specific bike and build up a picture of who has been handling them or selling them on. If the police enter premises and find a seat and mudguard, they will have a hell of a job proving anything. But if they carry covert markings that link those parts to a specific stolen bike, it goes a long way to helping them build a case.”

WebBikeWorld has formulated a list of anti-theft device reviews that you can peruse for bike compatibility. Check them out, and stay safe!

Source: MotorbikeWriter.com

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Motorcycle Safety: Avoiding Motorcycle Collisions and Accidents

September 28, 2020 mcnews Leave a comment

Motorcycling can never be done risk-free. With that said, you can decrease your chance of experiencing an accident or getting into a motorcycle collision if you make an effort to do so. While some things will always be beyond your control, you should always do everything within your power to stay safe.

With that in mind, I wanted to take a closer look at some of the things you can do to stay safe while riding your motorcycle. These tips and techniques won’t ensure you’ll avoid a collision, but they should help.

Check the Weather Before You Ride

Weather can play a significant role in your safety when riding. If you’re out during heavy precipitation, then visibility for both you and other motorists decreases dramatically. This can greatly increase your likelihood of getting into an accident or collision.

A simple check of the weather before you ride is all you need. If there’s a chance of rain, it doesn’t mean you can’t ride, but it might impact the gear you wear on that ride.

If, however, you see some severe weather conditions coming up, then it would be in your best interest to stay home.

Scan for Potential Hazards

Hazards are everywhere on the road. Even things that might not seem like hazards for any other motorist can spell disaster for motorcyclists. Here’s a look at some of the most common road hazards for motorcycle riders:

Railroad crossings
Loose gravel
Potholes
Oil slicks
Wet surfaces
Animals
Road debris

One type of road debris that has received a lot of attention lately is grass clippings. It might seem silly, but freshly cut grass clippings can wreak havoc on your motorcycle’s tires’ ability to get proper grip on the road. This can lead to you going down when you least expect it.

Usually, grass clippings are just left by a careless homeowner or lawn-care service, but that doesn’t stop these grass clippings from being a serious hazard. This has led a lot of motorcyclists to ask, “Is it illegal to leave grass clippings on the road?” The answer depends on the laws in your particular area. I’ll let a member of Spaulding Injury Law describe how this pertains to the law in the video below:

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In short, some places have laws that prohibit homeowners and law service personnel from depositing grass clippings on the road. Other places don’t. I urge you to check your local laws so you know for sure.

Make Sure You’re Seen

Most motorcycle accidents aren’t the rider’s fault. Quite often, a driver of a car, SUV, or truck simply doesn’t see the motorcyclist. While this is their fault, there are also some things a motorcycle rider can do about it.

Focus on being seen. This can start with your gear and your bike itself. You want your bike to get noticed. Lights and reflectors are very good things. When it comes to gear, you need to have reflective material on your gear and preferably bright, easy-to-see colors. Neon colors work best.

Also, when riding, think about your lane position. There is no one lane position that is right all of the time. You need to choose the correct lane position for the situation, and the correct lane position is the one where other motorists can easily see you.

Ride Responsibly and Appropriately

This one is a bit obvious, but never, ever under any circumstance, ride while intoxicated or under the influence. It’s a recipe for disaster and could lead to your death or the death of others.

Riding responsibly is not just about not riding under the influence. It’s also about riding within the speed limit, avoiding silly stunts, or generally acting like an idiot on the road.

Also, make sure to ride appropriately for a specific situation. If it’s raining or traffic is heavy, avoid any aggressive maneuvers. Take things slow and easy while you’re out there. Assess the roads and your surroundings, and then respond appropriately.

Always Have an Escape Route

One thing you should always do no matter where you ride is to always have an escape route. This means you should be able to exit your lane or position at a moment’s notice. It’s your go-to if a car cuts you off or brakes unexpectedly.

Plan your escape routes as you ride. Look for wide shoulders or a middle lane that you could pull into if needed. Also, keep an eye on gaps between cars and between other bikes. These can be how you can get to your escape routes when things are tight.

Keep a Cushion

Having a cushion when riding is key. This applies not only to the car in front of you but the vehicles and obstacles on all sides of you. It’s best to have at least a two-second cushion in front of you (usually a little longer).

When it comes to either side of your bike, just make sure you’re not pinned in by motorists on either side of you. Remember, you want to keep your escape routes open. Sometimes, this will mean speeding up. Other times this will mean you need to slow down.

By keeping your distance and always having a cushion between you and the cars and motorcycles around you, you’ll have time to react quickly to the unexpected.

Keep Up on Your Riding Skills

I’d advise every single person on a motorcycle to take a motorcycle safety course. In these courses, professionals teach you the best tricks they’ve learned over thousands of miles traveled.

While an initial safety course is important, it’s equally important to keep up on your riding skills. I’d urge you to take an intermediate or advanced rider’s course. These courses go beyond what instructors can teach you in a beginner class, and the tips and techniques you’ll learn will help you not only to be safe but become a better and smoother rider overall.

Finally, nothing makes up for practice. The issue with a lot of riders is that they never practice their panic stops or tight cornering or obstacle avoidance. If you don’t practice your skills, you’ll never perfect them.

Get Help If You Need It

If you do have a motorcycle collision or an accident of some kind when riding, then you may need legal representation.

Spaulding Injury Law notes that it’s always a good idea to consult with a lawyer if you’re involved in a motorcycle accident. This is especially true if you or someone else was injured in the accident.

Consultations with lawyers are often free, and that means you can find out if you need a lawyer without much of a hassle at all. It’s better to be safe than sorry, especially when it comes to motorcycle collisions and accidents.

Source: MotorbikeWriter.com

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Check the Weather Before You Ride

Scan for Potential Hazards

Make Sure You’re Seen

Ride Responsibly and Appropriately

Always Have an Escape Route

Keep a Cushion

Keep Up on Your Riding Skills

Get Help If You Need It

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