Ride your Scooter Safely this Summer!

Scooter Safety Tips

These two-wheeled machines are a great way to get around, and they're typically pretty easy on your wallet. Some scooters get nearly 100 miles per gallon, and they generally cost much less than motorcycles.

Scooters come in different sizes, from under 50 cubic centimeters (or cc) up to 250cc. Most states prohibit the smaller scooters from riding on highways, since 50cc scooters only reach a top speed of around 30-40 miles per hour. For contrast, motorcycles' engines range from 250cc up to 2,000cc.

Scooters may be fun and economical, but they're not equipped with the kind of safety features - things like protective air bags and seat belts - that come standard on cars, and they don't have the on-road stability of motorcycles. Even if you already know how to ride a scooter, do some homework to make sure you have a safe scooter ride. You can't be too careful, and you'll need to have the right level of scooter insurance, since it's mandatory.

The Skinny on Scooter Insurance

Carrying scooter insurance isn't optional: insurance is required in every state for any vehicle that is built for public road use. Scooters are essentially smaller motorcycles, and insurance companies may insure scooters under their motorcycle coverage. Scooter insurance is usually less expensive than motorcycle coverage.*

Here at Allstate, we insure scooters under our motorcycle insurance, which means our coverage also goes the extra mile to cover both you and your scooter, and you still enjoy a lower rate. Essentially, we cover your scooter from tail light to headlight. If the car parked in front of your scooter gets a little too close and damages your bike, we've got your back. Other Allstate coverage includes passenger liability, accident protection, and underinsured motorist protection (in case the other driver doesn't have any insurance).

And if you own more than one scooter, our multiple motorcycle discount can save you 10-35%. Allstate offers several discounts for scooter riders, too - everything from good rider discounts to multiple policy discounts, and more.

It only takes a few minutes to get your free, no-obligation quote and find out how Allstate can help you protect your scooter. You can also call us at 1-877-379-BIKE (1-877-379-2453), or find an agent near you to get info on scooter insurance that covers both you and your ride.

How States View Scooters

States view scooters differently - some states treat smaller scooters as bicycles with helper motors, while the larger scooters are seen as motorcycles. Some states also require scooter drivers to get special endorsements to their licenses before they can legally ride. So before you hit the road, contact your local DMV to learn the rules and regulations within your state.

More Scooter Safety Tips

Beyond getting the right insurance, here are some scooter safety tips to help you stay safe on your ride.

• Scooters can be practically invisible to hurried drivers, so ride defensively and constantly scan the road. Some experts recommend checking the rearview mirror every 5-7 seconds. Be aware of your blind spots, and wear bright and/or reflective clothing.
• Riding safe means wearing the right gear. For help picking out quality safety gear and other road essentials, check out our Tips for Buying the Right Gear article.
• Scooters are more vulnerable than cars or motorcycles to the hazards of the road. A car can drive right over a pothole, for instance, that could present a big problem for a scooter.
• Some insurance companies will offer discounts if you take a scooter safety course.

When you're riding a scooter, it's important to maintain a good rapport with other drivers on the road. If you find yourself in a situation with someone exhibiting signs of road rage, avert eye contact and pull over to escape further trouble. For more tips, check out our article on Dealing with an Aggressive Driver.

For more info: http://www.allstate.com/tools-and-resources/car-insurance/scooter-safety-tips.aspx

Riding With A Passenger On Your Motorcycle

QUICK TIPS: 

Guidelines For Riding With A Passenger On Your Motorcycle

Legal Considerations
1. All state laws and requirements for carrying a passenger must be followed.
2. Some states have specific equipment requirements. Examples: the motorcycle must have passenger footrests, passengers must be able to reach the footrests, and a motorcycle must have a separate seating area for a passenger.
3. The decision to carry a child, assuming all safety and legal factors have been considered, is left to the parent or guardian. Ensure that the child is mature enough to handle the responsibilities, tall enough to reach the footrests, wears a properly fitted helmet and other protective gear, and holds onto you or the passenger hand-holds. Check your state’s laws; a few states have set minimum ages for motorcycle passengers.

Operator Preparation
1. Passengers should be considered as a second “active” rider so they can help ensure that safety and procedural operations are correctly followed.
2. A passenger will affect the handling characteristics of a motorcycle due to the extra weight and independent motion.
3. A passenger tends to move forward in quick stops and may “bump” your helmet with theirs.
4. Starting from a stop may require more throttle and clutch finesse.
5. Braking procedures may be affected. Braking sooner and/or with greater pressure may be required.
6. More weight over the rear tire may increase the usefulness and stopping power of the rear brake, especially in quick stop situations.
7. Riding on a downgrade will cause braking distance to increase compared to a flat surface.
8. Extra caution is called for in a corner because of the extra weight. Cornering clearances may be affected.
9. More time and space will be needed for passing.
10. The effects of wind, especially side wind, may be more pronounced.

Motorcycle Preparation
1. The motorcycle must be designed to accommodate a passenger.
2. The motorcycle owner’s manual should be reviewed for manufacturer’s tips about motorcycle setup as well as any related operational recommendations.
3. The motorcycle’s suspension and tire pressure may need adjustment.
4. Care should be taken to not exceed the weight limitations specified in the owner’s manual.

Passenger Preparation
1. Passengers should be tall enough to reach the footrests and mature enough to handle the responsibilities.
2. Passengers should wear proper protective gear.
3. Passengers should receive a safety briefing (see #7 below).
4. Passengers should consider themselves a second operator and share responsibility for safety.
 
General Safety Considerations
1. You need to be experienced in the motorcycle’s operation and have a safety-oriented attitude before taking on the added responsibility of carrying a passenger.
2. Practice low-speed clutch/throttle control as well as normal and emergency braking in a low-risk area like an open parking lot, with a passenger.
3. Use caution in cornering and develop cornering skills over time to ensure passenger comfort and safety.
4. Use caution in corners as clearance may be affected.
5. Use MSF’s Search, Evaluate, Execute strategy (SEESM) to increase time and space safety margins.
6. Allow time for a passenger to adjust to the sense of speed and the sensation of leaning; speeds should be conservatively safe and reasonable until a passenger acclimates to the proper riding techniques.
7. Ensure passengers follow safety procedures:
a. Complete personal protective gear is properly in use.
b. Hold operator’s waist or hips, or motorcycle’s passenger hand-holds.
c. Keep feet on footrests at all times, including while stopped.
d. Keep hands and feet away from hot or moving parts.
e. When in a corner, look over the operator’s shoulder in the direction of the corner.
f. Avoid turning around or making sudden moves that might affect operation.
g. If crossing an obstacle, stand on the pegs with the knees slightly bent and allow the legs to absorb the shock upon impact.
8. Allow more time for passing.
9. Be ready to counter the effects of wind.
10. Avoid extreme speeds and dramatic lean angles.
11. Be ready for a passenger “bump” with their helmet or with their whole body sliding forward during hard braking.
12. Start the motorcycle before the passenger mounts.
13. Have the passenger mount after the motorcycle’s stand is raised and the motorcycle is securely braced. Hold the front brake lever if the surface isn’t level.
14. Have the passenger dismount first.
15. Annually complete a Basic RiderCourse 2 – Skills Practice with a passenger.
16. Have frequent passengers complete a Basic RiderCourse so they can better understand the operator’s task.

www.msf-usa.org

Honda Motorcycles - Global Corporate Strategy

Honda’s creates long-term strategy to zoom ahead of the competition

 

Honda rolls out Dream Yuga in India, exports to commence in Q3

Within just one year of parting ways from Hero MotoCorp, Honda Motorcycles & Scooter India Pvt. Ltd. (HMSI) seems ready to take up the mantle of India's second largest two wheeler manufacturer from Bajaj Auto Ltd (BAL). Although the Japanese two wheeler manufacturer has been present in the Indian auto market for the past 11 years, it emerged as a serious contender in the motorcycle segment only recently. This development comes at a time when the company does not have a vehicle with Honda technology to compete against in the market.

HMSI Vice President and Operating Head (Sales & Marketing), Yadvinder Singh Guleria said, “Our goal is to be the no. 1 player in the market. To be there, we have to graduate to no. 2 from the current no. 3 spot. We are bracing up to move in that direction by augmenting capacity, broadening portfolio, strengthening sales network and lowering ownership cost. In 2012, HMSI has finished no. 2 in March as well as May." He said that the manufacturer had set itself a clear target and was going to leverage upon a host of initiatives in order to attain its goals.

The Japanese two wheeler giant's Karnataka plant will operate at full capacity from mid-2013, with rise in installed capacity from the existing 2.8 million units to 4 million units. Its product portfolio currently consists of three scooters and eight motorcycles. This includes the latest Dream Yuga, which is the company’s first mass market product. So as to reach its customers, the company plans to increase its network by 500 touch points this year. Honda R&D Pvt. Ltd (HRID), a HMC subsidiary, is establishing a unit at the Manesar facility in order to lower the lead time between products and allow vendors to come up with quality products at a cheaper rate.

Reportedly, HRID will help the company locally develop its low-cost motorcycles that it presently offers in the African auto market. HMSI plans to offer these bikes, which are incorporated with 100 and 110 cc engines, at a lower price range, thus enabling it to efficiently compete with other big players of the segment. With this approach, the company will be on track to achieve its sales target of 10 million units by the end of 2020.

Hero MotoCorp, which was earlier known as Hero Honda, holds the first position in Indian two wheeler segment and is also the world's largest two wheeler maker. In fiscal 2012, the company delivered more than 6 million units. On second position, Bajaj’s last year sales record stood around 4 million units. In the first two months of this fiscal, HMSI's sales surged 50 per cent, much higher than the industry’s growth, which stood at 4 per cent.

Guleria further added, “HMC has already invested Rs. 3,500 crores in HMSI and a further Rs. 1,500 crores is lined up in the new plant this fiscal. Once the 4-million capacity is in place mid-next year, we have to look at a fourth plant. But it is still some way off.”

During the last fiscal, the company delivered 2.1 million units and is currently aiming at 2.75 million units by the end of this fiscal, with scooters leading the bandwagon. In this fiscal, HMSI believes that the sales of the company will be uniformly distributed in various sectors of the industry. HMSI enjoys a decent market share of 46 per cent in the scooter segment, whereas its share in the motorcycle market is limited to 8 per cent.

 

For more info: http://www.cartrade.com/car-bike-news/honda-s-creates-long-term-strategy-to-zoom-ahead-of-the-competition-117556.html

Another Reason we LOVE Honda!

Honda shows huge environmental gains in CO2 reduction and rare earth metal recycling

By David Herron on Wed, 06/20/2012 - 13:22

Honda's quest for a clean transportation system does not stop at tailpipe emissions, but includes a broad spectrum of sustainability measures including water use reduction, elimination of waste going to landfills, and recycling efforts including extraction of rare earth metals from critical parts.

In order to address climate change and energy issues, Honda has focused for years on reducing CO2 emissions, other greenhouse gas reduction, reduction on the "waste" output created by the company, and recycling materials in Honda's products. An example is the plan announced two months ago to recycle rare earth metals from Nickel-Metal-Hydride batteries in the company's hybrid cars.
Honda Automotive released, yesterday, the Honda Environmental Annual Report 2012 summarizing results of the company's environmental initiatives.

A leading item, which warranted its own press release, is Honda's plan to recycle rare earth metals. Honda reiterated the plan to start, by the end of this year, recycling nickel-metal-hydride car batteries to extract the rare earth metals in those batteries. The company is also striving for, and researching, methods to extract similar rare earth metals from the company's other products, including from lithium ion batteries and the magnets in high powered electric motors.

So-called rare earth metals have this name because of the relative scarcity of mineral deposits with a high enough concentration to be worth mining. They are widely used in electronic gizmos, and in electric vehicles are highly prized for the high power magnets used in some electric motor designs. There is a geopolitical concern stemming from China's success at cornering the market for supplying rare earth metals, largely because Chinese suppliers have undercut all others. There is a concern in many quarters about trading a dependence on fossil oil from foreign countries who aren't friendly to the west, for a dependence on rare earth metals from another foreign country who isn't entirely friendly to the west.

While many companies are looking to restart rare earth metal production outside of China, efforts to recycle these metals should be part of the solution. The paradigm of "use once and throw away" dooms civilization to eventual demise because of the ever expanding amount of land devoted to landfills, and the inevitable "we'll run out of ___fill in the blank___" if nothing is ever recycled.

Honda's recycling program extends beyond rare earth metals to include items such as bumpers, and used oil filters. Honda intends to continue expanding efforts to Reduce, Reuse and Recycle throughout the company. The company has an ASR (Automotive Shredder Residue) Recyling goal of over 70%, and is achieving a 93% recycling rate. In Motorcycles the goal is to reach an effective recycling rate of 95% by 2015, and that rate stands currently at 87.7%.

The company has a goal of reducing CO2 emissions across its entire product line by 30% before 2020, versus the fiscal year ended March 31, 2001. By the end of March 2012, the company had reached a 9.5% reduction in CO2 emissions from automobiles, a 24.5% reduction in motorcycles, and a 13.5% reduction in CO2 emissions from "power products" (generators).

For corporate activities the company goal is a 5% reduction in CO2 emissions by 2014, and in logistics the goal is a 10% CO2 emissions reduction. The company has already reached a 4.9% reduction, and in logistics has reached an 18.4% reduction.

Another corporate goal was to maintain "zero waste to landfill for all consolidated operations" for all corporate activities, and Honda is doing so.

Honda's water use reduction goal is a 5% reduction, and the company has already achieved an 18.9% reduction in water use. While the planet is covered in water, little of it is available as potable, drinkable, clean water fit for human consumption. As population grows, water supply is becoming an ever-greater concern and every effort to recycle water, or reduce its use, stretches the supply.

Finally, there are volatile organic compounds, such as toluene and xylene, released while painting automobiles or motorcycles. Honda's goal is a 30% reduction in VOC release by the end of March 2014, and the company has already achieved a 42.4% reduction.

Honda has long prided itself as an environmentally responsible corporation, and these numbers seem to validate that image.


For more info: http://www.torquenews.com/1075/honda-shows-huge-environmental-gains-co2-reduction-and-rare-earth-metal-recycling

Why Rise in Motorcycle Deaths Hasn't Meant Tougher Helmet Laws

Interesting read... tell us your thoughts here on our blog or at Facebook.com/HeartlandHondaAR

 

 

SUMMARY

More and more states are repealing and relaxing helmet laws, even as the death toll continues to rise from motorcycle accidents. Judy Woodruff interviews Rick Schmitt, a reporter for Fair Warning.org on the subject. 

 

Transcript

JUDY WOODRUFF: Fatalities on the nation's roads may be declining, but motorcycle deaths are not. Those deaths have increased from about 3,200 in 2002 to 4,500 in 2010. And yet state laws requiring helmets have been weakened. In the 1970s, 47 states shown here in gray required all motorcycle drives to wear helmets. Today, just 19 of them, all in dark blue, require them. Most of the rest in light blue still require helmets of younger riders. That's the finding of a new report released earlier this month by the investigative group FairWarning.org.
Days later, the U.S. Centers for Disease Control issued its own report, finding that five times as many cyclists who don't wear helmets die in accidents compared to those who do wear one.
All of this has stirred plenty of anger in the motorcycle community. The American Motorcyclist Association said in a statement that it -- quote -- "opposes helmet mandates because they have unintended consequences. Historically, the enforcement of helmet mandates has siphoned away scarce funds from effective crash prevention programs such as rider education and motorist awareness."
Well, we get the latest on these studies from Rick Schmitt. He's a reporter for FairWarning.org.
And, Rick, thank you very much for being with us.
RICK SCHMITT, FairWarning.org: Thank you.
JUDY WOODRUFF: First of all, why did your organization decide to undertake this study?
RICK SCHMITT: Well, we were impressed by the growth in the number of motorcycle deaths, essentially a doubling the number of people dying in motorcycle accidents since the mid-1990s.
What made it particularly interesting to us was the fact that the number of people dying in car accidents, as you mentioned, has declined and, in fact, is at a low that we haven't seen since the 1940s. So you have these kind of two divergent trends. We seem to be doing a better job when it comes to regular auto safety, but a poorer job when it comes to motorcycle safety.
And so we looked into some of the sources and influence of those kind of divergent trends.
JUDY WOODRUFF: And what did you find about the correlation between these -- the deaths, the number of deaths, and not wearing or wearing helmets?
RICK SCHMITT: Well, it's sort of like the same old story in a way. And it was underscored by a recent CDC report, as you mentioned, that there's -- if it's not a silver bullet, wearing a helmet is the closest thing to a silver bullet when it comes to catastrophic injuries or deaths in motorcycle accidents.
And so there have been many studies over the years that have shown that and the CDC study underscored that, whereas hundreds of people every year have their lives saved by virtue of wearing a helmet and hundreds more die needlessly because they are not.
So that is one important element of all this. The CDC study also looked at the social costs of not wearing helmets. It's oftentimes said by motorcycle rider groups that the decision to wear a helmet is essentially an individual decision by a consenting adult and should be able to accept the consequences of that decision.
Well, the CDC study showed that it's not quite that simple, that there are vast billions of dollars in social costs in the form of lost worker productivity and medical costs that inure to the public because of the overwhelming nature of care that can be required to attend to somebody who has suffered a catastrophic injury.
JUDY WOODRUFF: And I do want to ask you about that. I also want to ask you about what did you learn about why so many states have reduced or weakened their laws requiring the wearing of helmets?
RICK SCHMITT: Well, the motorcycle lobby is a very effective one and they have made a strong case, both at the state and the federal level, for essentially tying the hands of state and local regulators.
As you point out, the number of states with helmet laws is half the level it was in the 1970s. And that largely reflects an effort to -- a grassroots effort by motorcycle riders to basically state the state that this is an issue of personal liberty and the government should really butt out.
And so -- and at the federal level, there have been also efforts. Every time an effort is made to restore any kind of a federal helmet mandate, which was in effect in this country in the '70s and in the '90s, the motorcycle rider groups have been effective in defeating those efforts promptly, as well as defeating other efforts by the nation's traffic cop, the National Highway and Traffic Safety Administration, to take other steps, limited as they may be, to encourage safety among motorcycle riders.
JUDY WOODRUFF: I have to ask you about one of the statistics, or a major statistics that the motorcycle groups put out there. And they say, yes, the number of fatalities has more than doubled, as you point out, but they also say the number of motorcycles out there, the number of motorcycles registered has more than doubled.
RICK SCHMITT: Sure.
JUDY WOODRUFF: And when you compare that with the percentage of fatalities, they say the percentage of fatalities has actually slightly decreased.
RICK SCHMITT: Well, it's definitely true that a lot more people are riding motorcycles and enjoying riding motorcycles on the roads.
It's also true that there are lot more people driving cars these days since the 1940s, maybe five or six times number of folks. And yet the number of people who die in car accidents is actually the same as it was. So I think we need to ask ourselves, why is one about the same and why is one continuing to climb rapidly?
JUDY WOODRUFF: The -- you make the point about the argument that motorcycle riders want their freedom.
And, in fact, one of the association comments I read, they said, this is one more example of the nanny state, government telling us what we need to do when we ought to be here.
RICK SCHMITT: Sure.
JUDY WOODRUFF: In fact, I read a visitor to the Web site of the Federal Occupational Health and Safety website, a man from New Hampshire.
He said: "Stop with trying to tell people what to do." He said, "I pay taxes," he wrote, "for EMTs and fire and police personnel. So I don't want to wear a helmet. I shouldn't be forced to."
What do you say to people?
RICK SCHMITT: Well, there's certainly an element of paternalism in all this. And the person liberty arguments, it seems like now more than ever, seems to resonate with members of Congress and with folks in statehouses around the country.
At the same time, I think that it's less of a question of personal freedom than it is in terms of the social costs that kind of redound to the public from these sorts of accidents, and that it's really not a question of individual responsibility, as much as public -- a public response.
Indeed, there are many efforts. Certainly, we allow people to ride cars, but we require them to wear seat belts. In other contexts, if more people are smoking, or dying of lung cancer as a community, we have responded whether through litigation or laws to try to address that. So there is -- it may seem like the nanny state, but there is certainly precedent, and it's not unusual for the community at large to respond when more people are dying.
JUDY WOODRUFF: Just finally, quickly, as you look around the country and the tug-of-war in a number of states about these laws, what's the prospect? Does it look like more states are going to be weakening their laws? Is there a prospect of pushing back against it? How does. . .
RICK SCHMITT: I think the traffic is going in the other direction, frankly.
There seems to be more and more disdain for these -- for helmet requirements. And I think for -- and I think public safety people are both sort of confounded and very frustrated at the state of events right now. They're seeing more people die, and there's nothing that they can go do about it.
JUDY WOODRUFF: Well, Rick Schmitt of FairWarning.org, we thank you for coming in to talk to us.
RICK SCHMITT: Thank you.

For more info: http://www.pbs.org/newshour/bb/law/jan-june12/motorcycles_06-19.html

Honda's Motorcycle Timeline - Check it out!

		Foundation

	'47	Honda’s first product, the A-type bicycle engine, produced (a year before the establishment of Honda Motor Co., Ltd.).
	'49	Production of the Dream D (2-stroke, 98cc), Honda’s first production motorcycle, begins.
	'52	Honda motorcycle exports begin.
	'55	Honda becomes No. 1 producer of motorcycles in Japan.
	'58	Long-selling Super Cub first introduced.
	'63	Motorcycle production in Belgium begins (Honda’s first overseas production).
	'68	Total motorcycle production reaches 10 million units.
	'69	Dream CB750 Four, with a 4-cylinder engine, released; export of the bike to the U.S. and Canada begins.
	'70	Total motorcycle exportation reaches 5 million units.
	'71	Total motorcycle production reaches 15 million units.
	'73	Total motorcycle production reaches 20 million units
	'74	Gold Wing GL1000 released in the U.S.
	'78	Total motorcycle production reaches 30 million units.

	For more info: http://world.honda.com/timeline/motor/

15 Riding-In-Traffic Tips

Basics? Sure. But keeping them fresh in your cranial RAM could be the difference between riding tomorrow and The Long Nap

By The Motorcyclist Staff, Photography by Kevin Wing

Close your eyes and recall your last ride in heavy traffic. Imagine the vehicles surrounding you, crowding you, cutting you off. Imagine yourself monitoring closing speeds, reading street signs, noticing and anticipating traffic lights. Then imagine guessing what pedestrians will do, or how slippery that painted line might be. And those drivers with cell phones, newspapers or screaming kids to deal with...imagine trying to guess what they're going to do.

Riding in traffic can be a nightmare, especially for street-riding newcomers. Is it any wonder so many motorcyclists crash and burn while riding on congested streets? It's amazing how many different tasks motorcyclists deal with on a normal traffic-choked commute. Doing it successfully means processing a multitude of items at once and reacting correctly to each. Doing it wrong can mean roadkill--the human kind.Here are 15 smart strategies for dealing with traffic-choked streets.

Watch drivers' heads and mirrors
Watching the head movements of drivers through their windows and mirrors is an excellent way to anticipate sudden moves. Most drivers won't lunge left or right without first moving their heads one way or another (even if they don't check their mirrors).

Trust your mirrors, but not totally
Your bike's mirrors can be lifesavers, but they don't always tell the entire story even if they're adjusted properly. In traffic, always buttress your mirror-generated rear view with a glance over the appropriate shoulder. Do it quickly and you'll add an extra measure of rear-view and blind-spot knowledge to your info-gathering tasks.

Never get between a vehicle and an offramp
This sounds almost too simple, but drivers who decide to exit at the last minute kill plenty of riders each year. The simple rule, then, is to never position yourself between a vehicle and an offramp. Passing on the right is generally a no-no, but in this day and age it's sometimes necessary. So if you do it, do so between exits or cross-streets.

Cover your brakes
In traffic you must often react extra quickly, which means not fumbling for the brake lever or pedal. To minimize reach time, always keep a finger or two on the brake lever and your right toe close to the rear brake pedal. When that cell phone-yakking dorkus cuts across your path trying to get to the 7-Eleven for a burrito supreme, you'll be ready.

Be noticed
Make sure drivers and pedestrians can see you, even from a distance. Ride with your high beam on during the day (as a courtesy, turn it off when sitting behind someone at a light), and wear brightly colored gear, especially your helmet and jacket. Aerostich's Hi Vis yellow suits and jackets aren't just hugely conspicuous, they've also become fashionable, so now you don't have an excuse.

Be ready with the power
In traffic, ride in a gear lower than you normally would so your bike is ready to jump forward instantly if asked. (Not everyone rides open-class twins, after all.) Doing so gives you the option of leaping ahead instead of being limited to just using the brakes when that pickup suddenly moves over. The higher revs might also alert more cagers to your presence.

Traffic slowing? Stay left (or right) 
When traffic slows suddenly, stay to the left or right of the car in front of you. This will give you an escape route if needed. It will also help keep you from becoming a hood ornament if the car behind you fails to stop in time. Once you've stopped, be ready--clutch in, your bike in gear and your eyes on the mirrors. You never know.

Practice the scan
Constantly scanning your entire environment while riding--from instruments to mirrors to the road ahead to blind spots to your left and right rear--keeps you aware and in touch with your situation, and therefore better able to react. Dwelling on one area too long--watching only behind or in front of you, for instance--is just begging for trouble.

Left-turn treachery
When approaching an oncoming car that's stopped and about to turn left, be ready. Your brights should be on so the driver can see you (during the day), but don't rely on this to save you. Watch the car's wheels or the driver's hands on the steering wheel; if you see movement, be ready to brake, swerve or accelerate, whichever seems best for the situation.

Study the surface 
Add asphalt conditions to your scan. Be on the lookout for spilled oil, antifreeze or fuel; it'll usually show up as shiny pavement. Also keep an eye out for gravel and/or sand, which is usually more difficult to see. Use your sense of smell, too; often you can smell spilled diesel fuel before your tires discover how slippery the stuff is.

Ride in open zones
Use your bike's power and maneuverability to ride in open zones in traffic. In any grouping of vehicles there are always some gaps; find these and ride in them. Doing so will separate you from four-wheelers, give you additional room to maneuver and allow you to keep away from dangerous blind spots. And vary your speed. Riding along with the flow can make you invisible to other drivers, especially in heavy traffic.

Use that thumb
Get into the habit of canceling your turn signals often regardless of the traffic situation. A blinking signal might tell drivers waiting to pull into the road or turning left in front of you that you're about to turn when you aren't. So push that switch a few times each minute. Better to wear out the switch than eat a Hummer's hood, eh?

It's good to be thin
A huge advantage single-track vehicles have over four-wheelers is their ability to move left and right within a lane to enable the rider to see what's ahead. Whether you're looking to the side of the cars ahead or through their windshields, seeing what's coming can give you lots of extra time to react.

More than one way out
Yeah, motorcycles fall down. But they're also light, narrow and hugely maneuverable, so you might as well learn to exploit their strengths when things get ugly, right? So don't just brake hard in a hairball situation. There's almost always an escape route. Swerving into Mrs. Smith's front yard could be a lot better than centerpunching the Buick that turned left in front of you. Always have an escape route planned, and update it minute by minute.

Running interference
This one's easy, and we'll bet most of you already do it: Let larger vehicles run interference for you when negotiating intersections. If the bonehead coming toward you from the left or right is going to blow the light, better they hit the box van next to you, right? For the same reasons, don't lunge through an intersection as soon as the light turns green. Be patient, and use the vehicles next to you as cover.

Read more: http://www.motorcyclistonline.com/howto/122_0504_motorcycle_riding_tips/#ixzz1xbcxYin4

Getting Low...

Onboard lap of Sepang with Casey Stoner

Hey racers and recreational riders!  Anyone intimidated by the corners in this video... let us know your experiences/tips!

After The Accident Just because they're standing doesn't mean they aren't hurt

By: Clem Colman & Nick Marks

---

You've just come round the bend and seen your riding partner take a serious slide, tumble or even impact. However, before you are able to stop your bike your friend is back on their feet and you breath a sigh of relief.

There are a number of unobvious, but important things to remember in this situation.

• The casualty's body will be pumped full of adrenaline. It is quite possible that without this adrenaline they would not even be able to move. However, at the time their condition will be deceptive, as they will appear remarkably alert, strong, and healthy.



• Injuries are not always apparent. The casualty could be conscious and coherent, but still suffering from a number of dangerous and life threatening injuries such as spinal damage, internal bleeding or even concussion.



• The casualty will be confused, and will not be able to make clear decisions.

Therefore, I would recommend the following for all but the most trivial of falls:

• Immobilize the casualty as quickly as possible to prevent aggravation of any spinal injury. If possible place some sort of support collar around the riders neck, and if they are still wearing their helmet do not remove it and do not let the casualty remove it.



• Send for an ambulance as quickly as possible, despite whatever pleas the casualty may make to the contrary. Do not call friends, relations etc to give them a ride. An ambulance will provide the safest ride to hospital, particularly if there is any undetected spinal damage.

Dealing with a conscious patient is far more difficult than an unconscious one. If possible it is probably best to have a person that the casualty trusts on hand to help strengthen your persuasiveness.

The casualty will most probably be worried about the state of their motorcycle. Remember that they are confused, and not thinking clearly. If manpower allows it, arrange for the bike to be stood up and taken care of as best as possible. When the casualty asks you about their motorcycle, give them an honest answer. The reason is simple, if they think you are lying they will want to see it themselves.

Assure the casualty that their motorcycle will be alright, and if possible ask them were they would like it taken. It is best to promise the casualty that you will get the bike to where they ask, even if you have no idea how this is going to be achieved. Your most important duty is to keep the casualty as still as possible until trained help arrives.

The reason I have written these things, is that at the time it may seem unnecessary to take these steps, but please remember that the casualty may be seriously injured, despite their ability to smile and joke about the fall. Furthermore, due to the adrenaline rush, they will probably feel quite well, and try to argue over the above recommended course of treatment.

All of these comments are based on a real life experience that I recently had, where the seemingly healthy casualty was in fact suffering from massive soft tissue damage, possible spinal damage and mild concussion as a result of a nearly fatal fall.

I was thinking clearly enough to force him to go to hospital to be checked out, but not clearly enough to realize that just because he was walking didn't actually mean he was more or less unhurt. As a result of this, I made him sit down, but didn't immobilize him as I should have, and arranged a ride in a private car as opposed to an ambulance.

I am happy to say that the possible spinal damage seems to have never occurred, and that my friend and riding companion seems to be recovering well from his very near brush with death.

Although my friend's bike was written off, I still call things like this free lessons, and thought that others out there might like to learn this one the easy way.

Clem Colman,
Canberra, Australia.

---

The following addition to this Tip was provided by Nick Marks, an EMT and volunteer firefighter who has worked many motorcycle accident scenes. - JRD

---

I have a couple of things to add to this one, based on my EMT training as well as my experiences doing on-track medical at motorcycle races (we deal with crashed riders mostly).
The part about not removing the helmet is critical unless you have had special training on how to do it properly (and it requires two people). But one thing to be prepared for is that riders that have crashed and gone under (unconscious) often are very claustrophobic when they wake up, and want their helmet removed NOW, especially if it is a full-face (they will fight you to get it off). Do not let them convince you to remove it unless there is a medical need to remove it. Keep in mind that anyone that has gone unconscious or has hit their head MUST be assumed to have cervical spine damage until proven otherwise at a hospital.

If a crashee is confused, this could be due to an altered mental status, possible due to the early signs of shock. I have actually seen an automobile crash where a driver was up and looking fine. We were able to convince him to go with us in the ambulance (we gave him the option of going with us or going with the deputy to jail). We were later told that he had massive internal bleeding and would have been dead within an hour had he not been taken to the hospital when he was.

The point is to look at what we call Mechanism of Injury. If a rider lowsides and does not flip, well and good. But if they highside, flip, or hit something, then they need to be seen by a doctor. Only an x-ray can really rule out spinal damage. The best way to get them to a doctor is by ambulance (not by you), because an ambulance has oxygen and other life saving equipment on board.

Nick Marks