Issue 32 - November 2014 - Essex RoSPA Advanced Motorcyclists

Transcription

Issue 32 www.rospariders.co.uk December 2014
In this issue:
Classifieds
Editorial
Chair’s Corner
Committee News
Welcome
General Information
Events - Past & Present
Member Introduction
Roadcraft & Highway Code
Women & Motorcycles
New Helmets
Winter Preparation
Testing & Training
Reminder for 2015
Jokes & Cartoons
Classifieds
the words of Laurence Binyon.
They shall grow not old, as we that are left grow old:
Age shall not weary them, nor the years condemn.
At the going down of the sun and in the morning
We will remember them.
Essex RoSpa Advanced Motorcyclists
Friday, 28 November 2014
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ROSPA MEMBERS DISCOUNT FOR MOTs
CARS £40 & BIKES £20
(on production of your membership card)
Telephone: 01702 431946
Station Garage
Unit 1, Southend Central Station
Clifftown Road
Essex
SS1 1AB
www.southendmot.co.uk
Next to Southend Central Train Station
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My apologies to Hideout as I missed off their advert in the August Edition
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Editorial
Acronyms - an abbreviation formed from the initial letters of
other words and pronounced as a word (e.g. ASCII, NASA).
Compare with initialism. ORIGIN 1940s: from Greek akron ‘end,
tip’ + -onym. I hate Acronyms - ABC this DEF that - I was sitting at the last
committee meeting and IPSGA and ATM were both mentioned - I nodded sagely but for the life of me could not remember what either meant - I will leave you to
ponder this question and will remind you (as if you need reminding) later on in this
publication. I realise for some the use of these abbreviations are the spice of life
and indeed, in most cases, it is an aid to easier learning - obviously not in my case
LOL (acronym) even with this my Aunt got into trouble - when a friend wrote “I have
just lost my cat” on Facebook she replied LOL thinking it was lots of love - acronyms
are bandied about with a casualness that expects the listener to be privy to this
secret code - obviously in this situation I should have known the code and upon
checking up, of course I knew it, but in longhand. In my former life I have been to
many meetings where this type of speak has been the norm and I always ended up
spending more time trying to figure out what people were saying rather than
understanding them. Usually having to ask the question - “What on earth are you
talking about” So with this conundrum posed - I have decided to have a section on
Roadcraft and the Highway code. If you have a specific question please feel free to
contact me and I shall put it out to the membership
On that note audience participation (any comments gratefully received) is most
certainly requested
The other day I had my first accident on my bike and indeed only the second one in
the whole of my driving career, most certainly, apart from the odd windscreen, have
never made an insurance claim before - ironically I was on my way to take part in
the Essex Air Ambulance Run (I had even paid my £7.00 and the Air Ambulance was
not required - I felt robbed!!) it had just started to rain very lightly and after
allowing a car to pass I entered the roundabout bearing to the right and as I
started to accelerate out I found a diesel spill and the bike bucked to the left then
to the right - I thought I was doing the Hokey Cokey before eventually spitting me
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off and me landing next to my bike on the very hard and unforgiving tarmac - now I
was at the same level I could see the spillage entering the roundabout at the
junction after me and going in a straight line exactly where I wanted to be. As a
tax payer I have certainly had my money’s worth out of the emergency services last time 4 fire appliances and several ambulance and a couple of police cars and this
time 2 fire engines 1 ambulance and a police car - it is most disconcerting laying on
the floor with people going about their business but all of them rubbernecking The
Good Samaritans that had stopped to help me stood in front of me to shield me
from their gazes. Fortunately, and I do profess that I am extremely lucky - after
the event - there was no claret and the only damage was severe bruising and swelling
on the slightly better left leg - not sure if the bike bounced of me or what.
Difficult to walk and for a few days was using 2 sticks. After being checked out by
the Paramedics they determined that I did not have to go to hospital (again how
lucky am I ) the bike is in a sorry state with twisted handlebars, brakes not as
efficient as they once were and lots of bits of scratched, chipped or broken plastic
- will keep you informed of the claim - there may be a morale to this story (apart
from not rubbernecking) but I did not notice the diesel until after the event - the
Police said, after he breathalysed me, good job it happened then and at low speed as
there would ave been loads of bikes out that day and if it had been clear would have
cranked it down and perhaps something more serious could have happened - the
Highways were called out to make the road safe and as an aside even the Paramedic
used a modified acronym - that of PRICE and in my former life I was a trained first
aider for nearly 20 years - what is that I again asked - Pain Management then the
normal Rest Ice Compression and Elevation - you see, not privy to the code again!!
As a ps the damage turned into cellulitis which masked the fact that I had
broken my ankle and found out a month later!!
And I am sorry to say, that due to my injuries that have gone on for such a
long time and with heavy pressure from my family and friends, I shall be giving
up my riding career and as such will be resigning from ERAM - I have enjoyed
my time albeit short with you all and wish you all well in the future - ride safe!!
Nobby (Lucky) Noble
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Chair’s Corner - including membership report
Membership figures are one less than the end of last year, but there is
still time to match or even surpass it! Lots of test passes since my last
report, so many congratulations to those listed below, and also well done to the
Tutors who give their time to make it all possible. We managed to get one new
member from the Essex Air Ambulance ride, although the position of our stand was
slightly disappointing being placed outside of the main arena. We were so tucked
away, that an existing member looking for us couldn’t find us!. Interesting
membership fact – the majority of our new members come to us by way of
recommendation from existing members.
Membership figures as at 16th November
are:
Associates
Full
Social
Total
40
64
2
106
Congratulations to the following for their test passes:
Name
Grade
Tutor
Examiner
Jack Cheung
Gold*
Jaques de Klerk Neale McConnell
Neil Oakley
Silver
Liam Hanson
Clive Fry
Liam Hanson
Gold*
N/A
Mick Jones
Mark Jenkins
Approved Tutor N/A
Paul Collins
Geoff Preston
Advanced Tutor N/A
Paul Roberts
Colin Chenery
Silver
Richard Parker
Mark Anderson
Joe Johal
Silver
Geoff Preston
Mark Anderson
Robert Hunter
Bronze
Mick Hewitt
Not advised
*Denotes Retest
Welcome to the following new members:
Peter Bennetive, Richard Collar, Paul Edgar, Calvin Pitkin and James Tyler
Smurf
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Committee News
We hold our meetings at:The Three Compasses Church Road
West Hanningfield Chelmsford CM2 8UQ and these start at 19:30
Many thanks to Richard Wardley in stepping up to take on the very important role of
secretary - he will be in this post as Acting Secretary until he is officially voted in
at the AGM
The committee members are:Chairman –
Sandra Murphy
Secretary –
Roger Wardley
Treasurer –
Solveig Hart
Training Officer –
Paul Collins
Webmaster
Steve Bancroft
Newsletter Editor –
Vacant
General Members with roles:
Rides Richard Parker
Regalia Dimitar Kehayov
Social Events Sue Whitford
General Members without roles:Kevin Stranks
Peter Layley
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
If anyone wishes to take on the very important role of News Letter Editor
please contact Smurf - who will, without a doubt, be pleased to hear from you
The next AGM will be held on the 19th March 2015
Website - the committee feel that the website is under used and would urge
members to try to make more use of this facility and especially the message board it is an ideal place to talk about almost anything and could be a good source of up to
date information and on this note does any one know of anybody who may be able to
redesign the website at a reduced price or even for free - any suggestions please
pass onto Smurf
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It is with great
pleasure to welcome
Mark Jenkins who has
recently joined ERAM
and is an existing
RoADAR Diploma
holder. Mark was
awarded his Approved
Tutor Certificate
from Paul Collins and
has kindly agreed to
join the ERAM Tutor
team, so that he can
pass on his wealth of
knowledge to others.
Mark can be
contacted on
[email protected]
General information
The Dartford Crossing - From 6am on Sunday 30 November 2014 you will no longer
pay for the Dartford Crossing at the barriers. The last cash payment will be taken
at the crossing at around 10pm on Saturday 29 November.
This will help reduce congestion at the crossing. It will still be free to use the
crossing between 10pm and 6am
The cheapest way to pay is using a pre-pay account. This saves you up to a third on
each crossing. Local residents will need a pre-pay account to access the local
residents’ discount scheme.
You can top up your pre-pay account manually or set up automatic top-ups. You can
register more than one vehicle to your account.
Alternatively you can make one-off payments in advance or by midnight the day
after crossing:
online at www.gov.uk/dart-charge
over the phone by calling: 0300 300 0120
via a payzone retail outlet
or
by post (in advance only): Dart Charge
Customer Services
PO Box 842 Leeds LS1 9QF
Motorcycles will continue to be free of charge to use the crossing
Full information can be found at:
https://www.gov.uk/government/collections/dart-charg
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With the demise of the Tax disc - DVLA will no longer accept applications for a
vehicle tax refund from customers using a V14 form. They will be rejected and
returned to the customer.
Since 1 October 2014, you no longer need to make a separate application on a V14
for a refund of vehicle tax. DVLA automatically issues a vehicle tax refund when a
notification is received from the registered keeper that the:
•
vehicle has been sold or transferred
•
vehicle has been scrapped at an Authorised Treatment Facility
•
vehicle has been exported
•
vehicle has been removed from the road and the person on the vehicle
register has made a Statutory Off Road Notification (SORN)
•
registered keeper has changed the tax class on the vehicle to an exempt duty
tax class
Customers should ensure that the dates of acquisition and/or disposal provided on
the notification via the vehicle registration certificate (V5C or logbook), V5C/2 and
V5C/3 are current and accurate.
Incorrect information will affect the amount of refund calculated.
Taxing on behalf of a new keeper
Motor traders are asked to ensure that if they tax a vehicle on behalf of a new
keeper, the V5C/2 should be used at the point when sale is agreed. Details of the
new keeper should be completed on the V5C and sent to DVLA. The V5C/2 should be
passed to the new keeper.
Previous & Forthcoming Events and open invitations
There was a ride out to Brandon nn Sunday August 17th with
Merv leading the group of 7 -The first two hours included plenty
of slow stuff on narrow lanes, many of which have the now
traditional line of grit down the middle. Maybe the recent
storms have made it worse than usual. This definitely
concentrates the mind. There are some really pretty villages and
hamlets along the way and some great views across the fields where you can see
over the hedges . You can forget about reaching top gear and some of the safe
speeds are below 30mph. After the stop at Wally's, the roads then open up a bit for
more progress. The rain got them whilst at Wallys for a drink stop and lasted for
about 30minutes. Wally's was busy with Biker breakfasts for other groups. Lunch at
Red Lodge was well received - Merv has done the route several times in the course
of attending RAF Lakenheath on weekdays to watch the F-15 Eagles. This allows the
route to be memorised and perfected, mostly without touching main roads, while
working on bend assessment and safe progress to the Roadcraft system. The Red
Lodge Truck Stop is open all week serving hearty meals which are well received
after a day riding the bike.. If any members are available weekdays and would like
to contact Merv he would be able to inform them when he is planning another trip on
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the bike to see the jets. This is very dependent on the weather and they do not fly
at weekends.
When Merv visits, he normally stays up to 4 hours
Summer Garden Party
The annual garden party took place on 21st August. The event so nearly didn’t
happen because Steve & Mara were due to move, but had a change of heart so kindly
opened their doors to us once more for another fantastic evening. This event is
very popular, and you can understand why… Steve & Mara always make us feel most
welcome to their lovely home, the food is fabulous and of course great company to
spend an evening with. Over 30 people attend this year’s event, and we were blessed
with good weather, so were able to enjoy a warm summer evening in the garden.
This year, we charged £3
per head, which enabled
us to give money to Steve
& Mara to cover the cost
of food and drink plus
giving them money for a
donation to their
favourite charity. Lots
of people gave more in
donations (thank you so
much). Sue Whitford
also brought along a
variety of tomatoes and
chillies grown in her
garden which were
available for people to
take with a small
donation to boost the
funds. All proceeds went
to Little Haven as
requested by Steve and
Mara - Solveig received
this letter:-
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ERAM attended the Essex Air Ambulance extravaganza at Harwich on September
7th
Paul Collins ran a machine skills day at Ford's at Dunton on Sunday 21st September.
Items covered were slow riding clutch control, emergency stop skills and practice,
swerve tests skills, front brake confidence training and manhandling skills to include
how to push a bike around correctly.
Bob Hunter wrote the following piece:
The day started with a meet & greet at 09.30.
Once all there we were taken to a large area of
track where our training was to commence, and
as Paul put it - Some straight forward figure of
8. He then showed us the skill in slow riding by
just using the clutch without brakes or throttle.
He chose to jump on Harry’s big Harley which
weighs a third of a ton to demonstrate with
ease.
This
method of
control
was alien
to me and I am to others as well but I
was surprised as to how easy it was to
control the bike at low speed.
We then went onto braking technics
this time using the front brake only this was at first done over a short
distance and because Paul had a team
of helpers we were all covered by 1
instructor to 2 riders all overseen by Paul
After having plenty of practice at
both, the slow riding skills and
front brake only stopping, we
moved on to controlled stopping
at a set distance and a set speed.
After a couple of runs we
increased the speed but still had
to come to a controlled stop. in
between all these tasks we were
getting plenty of verbal tuition
from the Man himself as to our
faults which I do think were
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many but still it was all very
good constructive criticism.
The real fun bit was the
emergency braking, only
because we got to go a bit
faster, and I think only 1 of
us managed to lift the rear
wheel off the ground, much
to the amusement of the rest
of us.
We finished off with counter
steering which again Paul
made look very easy but it
was not long under his tuition
that we all had the idea.
To sum up I think we all agreed it was a very worthwhile day and if it comes
around again all of you that missed should go along.
Thanks again to ERAM for organising the day.
A special thank you to Paul Collins and team for their time and patience.
And Valérie Nunn Also Wrote:
9 enthusiastic riders turned up @ Dunton surfaces track for a slow skills
training session with Paul Collins so as to better their skills. The sun was
shining so no wet surface to worry about After a initial talk & teas/coffees,
riders got into groups to practice clutch control, figure of 8 & U turns remember guys, do NOT use your brakes and the throttle is just for balance!
Learn to feel your clutch! It's all about control, control, control!
Paul's ability to ride any bike there & demonstrate the skills was impressive.
It shows that these skills can be applied to any bike! Turn your head to were
you want your bike to go, position your body to balance the bike, let your
clutch control your speed & relax. Some said it was easier said than done at
first!
1st exercise: always looking up, find bite point 1, then bite point 2
where the bike wants to move forward. Then find bite point 3 were the bike
moves forward at walking pace, walk with it for a few metres then stop the
bike with bite point 1 only - Do not touch the brakes
Lets repeat this exercise now taking your feet off the ground & adding a turn
& remember to turn your head to the direction you want to go before
you turn the bike!
2nd exercise: Figure of 8 - use the clutch control just practised, take
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it wide around the cones to start off with then narrow down as you feel
more comfortable - remember to keep looking in the direction you're going
You find this hard? Keep practising, this can be done anywhere,
anytime.
3rd exercise: controlled stop using front brake only & engine braking remember that the best instrument you have is your 'eyes', not the speedo!
You are the one to see where you're going and where & when you have to
stop, so make the judgement then & adapt your riding accordingly! Make the
physics happen! All the riders
improved throughout the
exercises whether riding @ 20,
25 or 30 MPH
4th exercise: Emergency
braking - for an emergency
stop, get off the throttle, have
your right hand on the first
pressure hold on the front
brake & your right foot on the
first pressure hold on the back
foot then
squeeze the front break until
you've stopped - DO NOT DO
ANYTHING ELSE &
LEAVE THE CLUTCH ALONE!!!
5th exercise: Counter steering - practise everything you've learnt today
adding the counter steering to avoid the obstacle: if you want to go right,
push the right bar forward & same to go left.
All riders had a fantastic time & learnt how to be more in touch with
their bike. A big thank you goes to Paul, Stephanie, Liam, Kevin and Alan
who made this training session a worthwhile & enjoyable experience ;-)
On a final note, remember that "the bike doesn't make you, you make the
bike!”
and a final note from Paul:
Hi Guys, Thank you all for coming on Sunday. I very much enjoyed seeing all
of you and experiencing your company,....Watching you see yourselves really
improve and gain some useful skills you can now really use and a few
revelations for you to relish. Most of all, the effort you all put in to the
coaching I gave, and seeing you all do your best, because as you learned how
to achieve each practical skill, it was a real pleasure to see you markedly
improve, wonderful stuff guys!!
Thanks also to my volunteer Marshalls who helped me through the day very
well, so thanks to Stephanie, Liam and Kev and my man I roped in on the
day, Alan Vann, excellent stuff.
Good luck guys and happy safe riding to you and you know where I am if you
need some help. If you think I can please do call me, I'm happy to help.
Kind Regards Paul
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On the 27th of
September
some very
brave and fit
members and
their families
walked across
the O2 Arena
in London
organised by
Sue - a good
day was had by
all
With some
magnificent
views over
London - it is
definitely
worth doing!!
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Never too good' THINK BIKER campaign
RoSPA and RoADAR are supporting the DfT’s ‘Never too good’ THINK BIKER
campaign which is promoting further rider training. The campaign includes new films
featuring world racing champion Chaz Davies and comedian Alan Davies, who join a
group of eight regular bikers for on-road rider training. Mike Addison, a RoADAR
Examiner, also features in the films, which can be viewed at https://
www.youtube.com/watch?v=X_6ExovK0Ag. The campaign is being promoted through the THINK BIKER Facebook page and a
digital partnership with MCN (Motorcycle News). Please share the films and follow
the story by liking the THINK BIKER Facebook page www.facebook.com/
THINKBIKER. The campaign will also feature on Twitter (@THINKgovuk, hashtag
#nevertoogood), so if possible, please retweet it with the hashtag https://
twitter.com/THINKgovuk/status/514006374951714816. Details are also available
at http://think.direct.gov.uk/motorcycle-training.html. Discount on RoSPA Advanced Motorcycle Test Fee - As part of RoSPA and
RoADAR’s support for the campaign, riders who apply for their first RoSPA
Advanced Motorcycling Test between 8 October 2014 and 31 March 2015 will
receive a 5% discount on the Test fee, by quoting the code THINK, on their test
application form. The discount only applies to the initial test fee, not to membership
subscriptions or re-tests (which are free to RoADAR members anyway).
Devitt Insurance Discount - RoADAR motorcycle members can also benefit from a
10% discount on motor insurance from Devitt Insurance Services. Details on how to
obtain this are available at www.devittinsurance.com/think. You will be asked to show
a copy of your valid RoSPA Advanced Motorcycle Test Certificate.
Roadcrft & Highway Code
The answer to the conundrum - IPSGA - The system
of motorcycle control consists of processing
Information and the 4 phases Position Speed Gear
Acceleration. Each phase develops out of the one
before. Other acronyms include T U G Take Use & Give Information Continuously
assessing information runs through every phase in the system.
And ATM - Hard shoulder. You MUST NOT use the hard shoulder for overtaking.
In areas where an Active Traffic Management (ATM) Scheme is in force, the hard
shoulder may be used as a running lane. You will know when you can use this because
a speed limit sign will be shown above all open lanes, including the hard shoulder. A
red cross or blank sign above the hard shoulder means that you MUST NOT drive on
the hard shoulder except in an emergency or breakdown. Emergency refuge areas
have also been built into these areas for use in cases of emergency or breakdown. Essex RoSpa Advanced Motorcyclists
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Member Introduction
It would be good if you could complete this short questionnaire and
supply a photo of yourself then return it to me
([email protected]) please - Your answers don't have to be too
serious, a little humour will make it a fun read
Name
Nickname
Age
Occupation
Date you joined Eram
How did you hear about Eram
What made you join
Had you previously taken any Advanced training or passed any Advanced tests
Who was your Tutor
Current Bike/Bikes
How many Bikes have you owned
At what age did you first ride a Bike
What was your first Bike
What's your best bit of Bike Kit
Does your partner/spouse ride or go Pillion
Biking hates
What's your favourite road
What's your favourite destination
Biking ambition/s
What's the best bit of Advice you have been given or that you would Give
Apart from Biking, have you any other Interests.
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Many thanks to Roy Nunn for introducing himself!!
Nickname Not been a member for long enough to get one, but at my
yacht club I’m known as “That mad one” Age 46
Occupation Experimental Mechanic (Ford Dunton)
How did you hear about Eram Ian Humphries
What made you join The
above! No. Seriously if there is anything I can do to keep me alive
whilst doing the things I do. I will do it.
Had you previously taken
any Advanced training or passed any Advanced tests IAM driving and
Bikesafe.
Current Bike/Bikes BMW K1200S
How many Bikes
have you owned 4……But may have another by the time this gets seen.
At what age did you first ride a Bike 30
What was your first Bike
GSX750F
What's your best bit of Bike Kit Trusty old leather
Jacket. Does your partner/wife ride or go Pillion YES!!!!!! Years of
disinterest until the above and partner Tracey persuaded her this
April and now I can’t get her off the back of it. Valerie now
considers herself as a hardened biker chick with continental
touring experience.
Biking hates People who do not consider the
act of driving (or riding) to be their primary focus of
concentration whilst behind the wheel.
What's your favourite
road Any road with plenty of curves and a good clear view.
What's your favourite destination The south of France.
Biking
ambition/s I am not a Harley man but I would love hire one and
take it down the Californian coast road from San Francisco to Los
Angeles.
What's the best bit of Advice you have been given or that you
would Give With any supposed dangerous sport the more good advice
and education you can get, the safer you will be.
Apart from
Biking, have you any other Interests. I sail an international foiling moth
and am the sailing secretary for the Thames Estuary Yacht Club. I
also own an MGB Roadster which I use as my everyday driver when
not on the bike.
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WOMEN AND MOTORCYCLES
Have you wondered who were the women who paved the way
for modern-day female riders?
Although it’s traditionally considered to be an activity dominated by men, and
before I get accused of being sexist or condescending - I am just stating a
perceived fact.
More and more women are choosing to take the open road on a motorcycle,
regardless of its type.
Entering into the world of leathers, the wind in their hair and lets face it most
women have more hair than any man could ever dream of - and indeed half of our
committee is made up of women, I thought I would address this perception with
this article. Refusing to be held down by the limitations society placed on women of
that era, the persons you are about to read in the article below were and are
thought to be some of the most important pioneers in women’s riding
Muriel Hind first found notoriety in the early 1900s, when she reputedly became the
first woman in Britain to own and
ride a motorcycle, and then soon
after, compete in national
motorcycle trials and races with
great success, often overshadowing many of her male
competitors. Hind was born in
1882. She became a keen cyclist
during her teenage years, but
was to become more and more
interested in motorised
transport as time went by. Her
Muriel Hind (1882-1956)
first machine was a 2 hp Perks &
Birch ‘Motor Wheel’ made by the
Singer Company of Coventry.
Shortly afterwards, Hind relocated to Coventry because of its growing involvement
in the motor industry.
As a lady, Hind was also determined to cycle in a graceful manner and soon adopted a
style that became closely associated with her – a hat held in place with a tulle scarf,
an ankle length tweed coat and skirt, gauntlet gloves and tall lace-up knee boots.
Although it was unheard of for women, Hind was eager to become involved in
motorcycle competitions so in early 1905 she became a member of the Motor Cycling
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Club. Her first competitive ride came in October 1905 for the Albert Brown Trophy
of which she was awarded a token certificate, losing out to overall winner Mr. R. M.
Brice.
1906 saw a string of successes including a Gold Medal at the Automobile Cycle Club
for London to Edinburgh 24-hours Run, followed by a Bronze Medal at the Six-day
run from Land’s End to John o’ Groats, both in 9 hp Singer tri-cars.
Whilst taking part in trials and competitions, more manufacturers began to look
towards building machines that catered for female riders, and Muriel Hind began
testing many of these models and reviewing them in the motorcycle press. One such
company that wanted to break into the female motorcycle market was the Coventry
based Rex Motor Manufacturing Co., and in late 1907, they created the ‘Blue Devil’
to a design specified by Hind.
From 1910 she became more active in writing – notably in a fortnightly column called
‘The Lady Motorcyclist’, influencing more and more women to take up motoring.
Through her business dealings with the Rex Motor Company, Muriel became friendly
with Mr. R. Lord who held a senior position at the firm. After many years of working
closely together, in 1912 Muriel married Lord at Paddington, London.
In 1931 Muriel became the first woman to be elected a life member of the
Association of Pioneer Motor Cyclist, and in 1950, became an honorary life member
of the Motor Cycle Club.
Muriel Hind died in 1956 at the age of 74.
The two sisters, born in the 1880s, grew
up in the New York City along with their
brother Albert, together with whom they
were engaged in activities such as
canoeing, swimming, skating, diving,
wrestling, and sprinting. Their attempt of
becoming the word’s first women to ride
motorised vehicles across North America
was therefore just one step away. They
wanted to become dispatch riders during the World War I, so they set off on their
renown journey in 1916, riding two Indian Power Plus motorcycles, Indian’s top of the
line model in that period, selling for $275.
Adeline and Augusta’s journey kicked-off in Sheepshead Bay in Brooklyn on July 2nd,
and trekked through Chicago and Omaha. Next they headed out of Colorado
Springs, arriving in San Francisco on September 2 and finally completed their
journey on September 8 after arriving in Los Angeles. Though their application of
becoming dispatch riders was rejected, the Van Buren sisters proved to the world
that women can do anything a man could do. In the words of Augusta, “Woman can if
she will.
Theresa Wallach - the first woman to own and run her own motorcycle business
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Born in 1909 in London, Wallach was raised near the factories that produced the
famous British brands of Norton, BSA, Triumph and AJS, so she became close to
people working at the factories, including test riders, engineers and racers.
She learned from her motorcycling friends to ride
ever since she was a young woman. When she tried to
become a member of a local motorcycle club, she was
rejected specifically because of her gender. That
motivated Wallace to begin competing in local events
and managed to gain various trophies. After
successfully concluding trips to Africa and America
and serving in the Army Transport Corps during
World War II first as a mechanic and later as the
first woman motorcycle dispatch rider in the British
Army, Wallace finally moved to Chicago, USA in
1952.
She managed to earn her living here as a motorcycle mechanic. Eventually, Wallach
opened her own motorcycle dealership specialising in British machines.
In the 1930s, after a decade as a passenger on
motorcycles and in sidecars, Louise Scherbyn
decided to learn by herself to ride. Though at first
she was concerned about the effect riding would
have on her reputation, she soon became the proud
possessor of a 1932 Indian Scout motorcycle.
Scherbyn got to enjoy riding that much that she
traveled extensively all over the USA and Canada.
Scherbyn was reportedly the first American woman
to reach the far north, Timagami Forest of Canada.
Furthermore, Louise was active in many motoring
clubs including the AMA, the Canadian Motorcycle
Association and the British Pathfinders Club, and
was an associate editor of one of America's leading
motorcycle publications. By the 1950s she helped
found the Women’s International Motorcycle
Association, an organisation that still exists today, in an effort to unite women
riders worldwide.
"I believed there should be a world wide organisation for all women motorcyclists,"
she said in a magazine interview in 1952. "Why not unite as a body in exchanging
ideas and opinions, problems and advice?”
Bessie Stringfield - founder of the Iron Horse Motorcycle Club. This AfricanAmerican lady of the road was just 16 when she mounted aboard her first bike, a
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1928 Indian Scout. With no prior knowledge of
how to operate the controls, Bessie proved to be a
natural.
At 19, she began tossing a penny over a map and
riding to wherever it landed. Bessie covered the
48 lower states.
During World War II, Bessie worked for the army
as a civilian motorcycle dispatch rider, being also
the only woman in her unit. The training was
therefore harsh.
That was when ‘The Motorcycle Queen of Miami' broke down barriers for women
and African American motorcyclists at the same time. In the 1950s, Bessie bought
a house in Miami, Florida. She became a licensed practical nurse and founded the
Iron Horse Motorcycle Club. But the story does not end here. Disguised as a man,
she won a flat track race but was denied the prize money when she took off her
helmet. "Years ago the doctor wanted to stop me from riding," she recalled, as she
suffered from an enlarged heart. "I told him if I don’t ride, I won’t live long. And so
I never did quit."
Dorothy "Dot" Robinson - the first woman to win
an AMA national competition. Born in 1912 in
Australia,
Dot
Robinson
was
destined to
become a
rider even
before she
was born.
When her mother went into labour, her father
took her to the hospital into a sidecar rig. Little
Dot grew around motorcycles and started riding
at a young age, as her family ran a motorcycle dealership in the US since 1918.
She met her future husband, Earl, while she was in high school, together with whom
participated in endurance runs and races. Dot earned her first trophy in 1930 at the
Flint 100 Endurance race. After the couple made a record transcontinental run
together in 1935, Harley-Davidson asked the Robinsons if they would like to run a
dealership. In 1934, Dot entered her first Jack Pine National Endurance
Championship in Michigan.
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By 1940, Dot won the famous Jack Pine in the sidecar class, becoming the first
woman to win in AMA national competition. She repeated the feat in 1946. Although
she had to surpass many obstacles, she persevered and was allowed to compete in
endurance runs, making it possible for other women to race in later years.
Kerry Kleid - the first woman to hold an AMA professional racing license. She
became the first woman who broke down the doors of
AMA pro licensing for all women, obtaining an AMA
professional racing license in the early 1970s. The
21-year-old motocrosser progressed from Novice to
Expert in a year. Kleid applied for an AMA license to
enter an all-male competition. She received her
license, only to have it revoked when she showed up
at her local New York track. It appears that AMA
thought that 'Kerry' was the name of a male racer. Kleid obviously filed a lawsuit,
but a new license was issued before that case went to court. That meant Kleid
became both the first and the second woman to hold an AMA pro license.
Woman dispatch rider with a male
friend in tow during World War I,
1917
Madge Saunders and her
husband, British comic
actor Leslie Henson, 1920.
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Marjorie Cottle (second from left), a famous motorcyclist,and friends in Germany,
1920.
A woman
riding a
motorcycle
alongside a
woman on a
horse in
London, 1921
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Three women
riding motorbikes
at the ACU Trials
in Birmingham,
England, 1923
Women of Achille Serre
Ltd’s Private Fire
Brigade setting off on
their motorcycle and
sidecar to compete in
the London Private Fire
Brigades’ Tournament,
1925
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A woman alongside
her HarleyDavidson in
California, 1925
Nancy and Betty
Debenham, wellknown
motorcyclists,
riding BSA bikes
with their dog,
1925
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Two women
ready to play
tennis on a BSA
motorbike,
1925
Miss E. Foley and Miss L. Ball, entrants in the International Six Days Reliability
Trials, at Brooklands race track in England, 1925
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Children being
pulled along by a
woman on a
motorbike in
London, 1926
A woman on a 500 OEC Tinkler All-Weather Model designed for use on rough roads
and cross-country, 1928
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A woman rider in
the Six Days
Motorcycle Trial,
in which
competitors have
to cover 200
miles a day over
rough terrain,
1933
Workers
measuring the
positions of
footrests and
controls on
partially
finished
motorcycles,
1933
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A woman
trying out a
Douglas
motorcycle on
display at the
18th Cycle and
Motorcycle
Show in
London, 1933.
Nancy Debenham setting off for a
motorcycle rally in England, 1934
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A woman on her BMW motorcycle,
1935
Sally Halterman,
the first woman
to be granted a
license to
operate a
motorcycle in the
District of
Columbia, 1937
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Marjorie Dare (Doris Smith) riding hands free around “The Wall of Death” sideshow
at the Kursaal amusement park in Essex, England, 1938
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A reverend blesses the
motorcycle of a woman who is
learning to drive, 1938.
Motorcycle messenger at the ATS training centre in World War II
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The Motor Maids of
America outside the shop
they used as their
headquarters, 1950.
A woman repairing
her motorbike
inside a workshop,
1950.
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A woman riding a Triumph
Tiger Cub motorbike, 1960.
The Riverhill Riders Club, 1962
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Beryl Swain training for the annual TT race
She later went on to become the first
woman to compete as a solo entrant in
the annual TT race on the Isle of
Man, on her 50cc motorbike, 1962
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A group of women associated with
the Hells Angels, 1973.
And today a woman on a Harley
Davidson Sportster
Also a woman on a sports bike
In a time when women were not considered equal to men, these ladies had the
tenacity and courage of proving themselves to the world and shatter the existing
preconceptions. Thanks to them, women motorcycle riders of today continue to
break down barriers and stereotypes, leaving the biker chick image behind and
contributing to the growth of motorcycle products and accessories designed
specifically for the female consumers. Essex RoSpa Advanced Motorcyclists
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New Helmets
Having had the tumble and then found some scratches on my visor I wrote to Shoei
and this is their reply
“Your e-mail has been forwarded onto us by Shoei as we are the official UK
importer and distributor of their helmets. A safety helmet is designed to absorb
the energy under compression from a single impact. Once this has occurred the shell
and liner will no longer dissipate the energy from an impact which instead will
transfer straight through it. It is for this reason and your own safety that Shoei
recommend that any helmet involved in an accident must be replaced and no longer
used. Your helmet is the single most important piece of safety equipment you will
wear on a motorcycle and it is for this reason you must not make any compromise.
I hope you understand.”
So I then started to trawl through the vast amount of information available and
thought I would share some of it with you (some Americanisms I am afraid)
How many times can I crash in my helmet?
Even the smallest impact can have a dramatic effect on the integrity of a
helmet shell. Most structural damage to a helmet is not visible to the naked
eye, but instead is contained inside the EPS (expanded polystyrene) liner in
the form or hairline cracks or stress fractures. The EPS liner is the layer
in between the interior padding and the exterior shell and does most of the
work in preventing the energy of an impact from reaching your head. Once
this interior EPS liner breaks down, it is no longer able to disperse the
energy from a collision effectively. If you crash in your helmet, you should
replace it. End of story.
Riding a motorcycle makes your heart beat faster and fills your body with
adrenaline. But Motorcyclists are more likely to get seriously injured or killed in
road accidents than other drivers, mainly due to their vulnerability. If you are a
motorcyclist, do your best to stay safe. There are a few things that you can do in
order to ensure safety. Before any manoeuvres, glance over your shoulder (Life
Saver), in order to know the location and activities of other drivers and to
anticipate them. You should be able to slow down and stop if anything unusual
happens, so choose your speed carefully and practise stopping. Choose the safest
place on the road and maximise your visibility. Besides wearing protective trousers
and gloves, as well as a jacket and boots, you should choose a helmet that meets the
safety standards - it is THE most important part of this equipment, the right
helmet can save your life during the most terrifying 30 seconds you've ever
experienced. The wrong helmet can make you miserable on an uneventful 10-minute
ride. How could you possibly decide, and what do all these things like EPS liners,
Venturi effects, Pinlock lenses or fibreglass/composite shells even mean? Let’s boil
it down to a process and hopefully by the end you won’t have a headache from
thinking about it... or from wearing the wrong kind of helmet.
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A helmet protects your head and can save your life in case of an accident.
As the helmet is directly connected to your survival, it should not be chosen only by
its looks, although this is also important.
A helmet is an important and personal choice, especially since you’ll spend hours
trapped inside it, sweating.
The more educated a purchase you make, the happier you will be in the end.
Choosing the Right Size of Motorcycle Helmet - Getting the right fit
"I came here to look for some smokin' hot graphics, not talk about
expanded polystyrene! Also, when you say 'round oval' is that just a
smooth way of telling me I have a fat head?"
We're talking about fit first because, honestly, it's the most important
factor, both for your safety and your overall happiness with your helmet
several thousand miles down the road. When a teen texting "OMG!" while
driving punts you down the road, a cheap helmet that fits you right will
provide better protection than a £600 racer replica that's rattling around
loose on your head. And even if you never put your helmet to the crash
test, you'll be a happier rider if your helmet fits right. Pressure points or
excessive noise are an annoyance on a short ride but can be a literal, huge
headache that saps the fun out of riding on a long day in the saddle.
Getting the ideal - fit means considering head shape, as well as head size.
Some helmets make it easier by offering easily replaceable interior pads of
different sizes to fine-tune the fit. Figuring out what kind of noggin you
have will help you narrow down the choices and find a helmet that's
comfortable on your own unique head.
What is my head shape?
Everybody's
head is a bit
different,
but we are
all generally
egg shaped,
falling
somewhere
between
round and
oval. For
convenience,
we divide
this range
into three
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main categories: round oval, intermediate oval and long oval. Modular (flipface) helmets are mostly round oval, due to the hinge mechanism, though
newer technologies are now allowing them to fit intermediate shapes
better. Your head shape can be determined by using a mirror or having a
friend look down on your head from the top. Extreme shapes should be
readily apparent, but if you are not sure, you likely fall into the
intermediate oval category (this is the most common). Keep in mind that
the length or shape of your face, or the pudginess of your cheeks doesn't
affect headshape.
A helmet that is the wrong shape will cause pressure points on your
forehead (too round) or the sides of your head (too oval).
When you buy a new helmet, it is recommend wearing it for 30 to 45
minutes before using it on a ride to check for pressure points. These hot
spots may not be immediately apparent but can grow into painful problems
over time. Remember, if it goes out on the road it's yours, so make sure to
double check fit before wearing it on your bike. The most important aspect
here is the crown of your head. Cheek-pads are often replaceable and do
not determine shape or size.
What is my head size?
Measure your head with a cloth tape measure around your head from just
above your eyebrows to the thickest point in the back. This
circumference, usually listed in inches, can be cross-referenced with the
size chart on any helmet. Some brands have a tendency to run slightly big
or small. A helmet that is the wrong size will either be too loose and move
around on your head too much or will be too tight and not sit down
completely on your head, causing a high fit or simply pressure all around
the crown. A correctly sized helmet will move slightly, but will pull the skin
on your scalp and face with it, preventing rotation or large movements.
How can I adjust the fit?
Many helmets have replaceable cheek-pads and liners that will allow for
adjustment of the interior shape and fit of the helmet. Arai makes most
of their helmets with a 5mm layer in the cheek-pad and/or head liner that
can be removed for a bit more room. Scorpion has their air pump system
that allows for custom inflation of the cheek pads. Beyond switching out
these items or using these features, any alteration to the inside of the
helmet will likely result in loss of warranty and risks compromising the
integrity of the helmet. Your helmet should feel equally snug around the
crown and a good bit tight in the cheeks. Generally, a new helmet out of the
box should fit snugly because it will become a little looser after months of
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use. Head liners typically only break in about 5 percent, while cheek-pads
often compress about 15 percent to 20 percent over time. A snug fit is
good unless you are developing a point or area of pain.
Never use the size of an old helmet to decide on your new helmet's size - different
manufacturers size their helmets differently and our heads can actually grow or
shrink over a period of time. The right fit is very important when it comes to
motorcycle helmets.
A comprehensive study, which analysed accidents across Europe, found that
helmets are often lost during accidents..
Head Measurement (cm) UK Helmet Size
Universal Helmet Size
52
6 1/2
XXS
54
6 5/8
XS
56
6 7/8
S
58
7 1/8
M
60
7 3/8
L
62
7 5/8
XL
64
7 3/4
XXL
Note that one manufacturer's M size does not necessarily correspond to another's
M size. In order to ensure that the helmet is a perfect fit, it should be tried on.
When the helmet is on and the chin strap is fastened, the helmet should be felt
against the whole head and there should be no so-called pressure points, or places
where the helmet leaves red marks. If the helmet is a full-face helmet, your cheeks
should follow its movements without moving away from the cheek pads. You should
also try tilting your head backwards and forwards. In any case, the helmet should
not move. Another test you should perform is simulating a crash, in order to find
out whether the helmet would roll off in case of an impact. Ask someone to try to
roll off your helmet. The person helping you should push from the rear of the
helmet at its base. If the helmet comes off, it is not safe for you.
Helmet Features
Many features are the same for both the flip-front and the full-face helmets.
These include comfort, noise reduction, visor, material, and finishes.
Comfort
Comfort is essential when it comes to motorcycle helmets, because you are probably
going to wear one for a long period. Even slight pressure can become annoying over
time, and can give you a headache. The helmet should not squeeze your head in any
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place. Removable cheek pads, which some helmets have, are useful. You can switch
them for pads of a different thickness and thus adjust the size of the helmet.
Noise Reduction
When air rushes past the helmet while you are riding, it creates noise. The wind
noise, as well as air turbulence, can be reduced with a proper helmet. As this noise
causes stress and can be tiresome, it is worth considering a helmet that can help you
reduce it. The wind noise is kept at a minimum if the helmet has a smooth profile
without too many air vents and protruding parts. The air is kept outside the helmet
if the visor is fitted tightly.
Visor
The visor covers your eyes and protects your face from dust, grit, and rain.
However, visors can also get misty inside. In order to prevent this, some helmets
have vents, or are covered with double glazing that does not allow mist to build up.
The visor may also be treated with special anti-mist products. A visor can also
protect you from harmful UV rays if treated accordingly.
Material
The material plays a role in the helmet's weight and in how comfortable it is to
wear. Fibreglass is the lightest helmet material, but it can also crack easily. If
cracks occur, the helmet should be replaced. Many high-end motorcycle helmets use
expensive but durable materials that are also known for their lightness. Thermoresin is a commonly used material.
Finish
Single-colour helmets are usually the cheapest models available. For best quality,
opt for single-colour helmets, because helmets that have the same price, but come
with intricate designs, may be lower in quality. You can also choose between matte
and glossy finishes. Not all helmet finishes allow you to put stickers on them,
because the glue can damage the outer shell.
Differences Between Flip-Front and Full-Face Helmets
A full-face helmet covers the entire head, and therefore this is the safest option
available. Full-face helmets protect the lower part of your face, the chin and the
jaw. Flip -front, also known as flip-up, system or modular helmets are similar to fullface helmets, as they also cover the whole face. However, you can lift the visor, so
you do not have to take the helmet off every time you stop. Therefore, the flipfront helmet is a compromise between a full-face and an open-face helmet, offering
the benefits of both. Some flip-front helmets can also be transformed into openface helmets by removing the visor.
Guide to full face helmets
When you are considering which full-face helmets to buy look at: affordability,
style, and quality. If you find a full-face motorcycle helmet you love, but fear it's
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out of your price range, don't worry – you may be able to get finance for it. Now
that you know money is no object, you need to consider your riding style to find the
full face helmet for you. Racers are likely to opt for a top of the range carbon fibre
helmet with a higher visor that doesn't impede your vision. Something aggressive
with a pinlock system maybe? On the other hand, tourers are likely to go for a full
face helmet with an internal sun visor, one that really suits your riding position.
Finally, you'll want a good quality helmet – and what you think is good quality may be
something entirely different to what your best mate thinks is quality. You may like
a certain brand like Shoei, Arai, Caberg, or Shark. Or, quality may mean what your
helmet is made of, for example lightweight fibreglass. Quality may be great value
for money, or eye-catching graphics.
Confused about which flip front helmet is best?
We seem to forget that what may be best for our friends, isn't best for us. So,
what is best for you? Is it the quietest flip up helmet around, or an inexpensive flip
front helmet? Maybe, you want one that is in the middle of the price range??
Here's a quick pick list of three helmets ideal for you:
Quietest flip up helmet - Schuberth C3 Pro, every penny is well spent! With this
helmet it is all about the aerodynamics - usually in a flip up helmet the mechanism
creates turbulence, but not with this one!
Are you looking for your first helmet and you've decided you want a flip front
helmet that doesn't break the bank? How about the MTR K12? Absolutely
faultless for the price.
If you've got a bit of money to spend and are looking for something to last,
there's the Caberg Duke. This helmet has P/J approval meaning that it is legal to
ride in the flipped up position!
Q: Are Dark Smoke visors road legal? A: In the United Kingdom dark smoke visors are not road legal if they do not let
through enough light (at least 70% I believe).
Q: How long do motorcycle helmets normally last? A: This is a very difficult question to answer and no matter where you look, you'll
often get a different answer each time. All helmets are different, their shell
structure and build quality affects the life span of each different model sometimes even each different individual helmet. It's generally accepted that multi
composite helmets with a high level of fibreglass or carbon in them will normally last
around 5 years, where as cheaper polycarbonate or abs helmets will last not much
longer than a year or two. Obviously ride use will affect the lifespan of your
helmet... a courier for instance would need to replace their helmet more frequently
than a Sunday summer rider. The main misconception that many people have is that
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if the helmet is completely unused on the road but boxed for 5 years that it is still
new. It isn't. Natural chemicals etc in the air affect the integrity of a helmet shell
and the EPS liner - although your helmet will appear new, it'll be worth looking at
investing in a new helmet for your own safety.
Choosing a helmet configuration
Now that we've addressed the critical issue of fit, it's time to decide what
kind of helmet to buy. Let's start at the beginning by talking about the
different categories of helmets. Then we'll consider how those different
kinds of helmets work for different kinds of riders, riding and
motorcycles.
What kind of riding do you do?
“Dude, my motorcycle is my freedom! I can go anywhere, anytime, all the
time - booyah!” Well, sure, if you really wanted to you could probably get
your chopper over the curb and out to the pine barrens. Or, you could
probably push your ADV/touring bike to do 120 miles an hour (neither
recommenced nor advised - setting a scene nothing else).
Motorcycles are able-bodied and flexible creatures, but let's be practical.
What kind of roads do you plan to ride?
How long are your rides?
How many months a year do you ride?
Year-round commuters should look at helmets with adjustable features
such as easy-change visor, a drop-down sun visor or a photo-chromatic
shield. A weekender canyon carver may be more concerned with ventilation
and awesome graphics. A long-distance tourer will need maximum comfort
and quiet. For off-road riding, dual-sport helmets give you the option of
using goggles or a visor, depending on conditions.
Generally speaking, the more time you plan to spend in your lid, the more
you should invest. If you plan to commute every day and your trek is 45
minutes or longer, you are going to become intimately acquainted with the
inside of your helmet. It should have a removable and washable liner,
comfortable cheek pads, and an easy solution to changing lighting
cond
itions. We've already said it, but it bears repeating: long-distance touring
riders need comfort, because a minor annoyance after 50 miles becomes a
huge pain after 500 miles.
Are you a year-round rider? Consider how your helmet will deal with
changing weather conditions. In cold weather, a fog-resistant visor or the
option to install a Pinlock system is handy. A quickly learned secret to the
trade: “anti-fog” coatings wear off over time, but Pinlock is forever! These
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two-part systems use a Pinlock-ready shield along with a Pinlock insert to
provide an additional layer on the inside of your visor that prevents
fogging. In warm weather, better venting or the convenience of a modular
helmet may be more important.
The more you plan to ride, the more it makes sense to buy a quality helmet
that will stand up to daily use and give you a full five years of service.
The occasional, short-distance rider may be served quite well with an
inexpensive lid. It's all about matching what and how you ride with what you
put on your head.
Touring motorcycle helmet buying guide
It's an absolute must that a worthy long-distance touring helmet do a
handful of things extremely well. Balance, ergonomics and low sound levels
are of utmost importance, since the rides will generally be longer and any
discomfort only becomes magnified after hours in the saddle. Ventilation
is critical in hot weather and the upright riding position of most touring
bikes works better with some venting configurations than others. The
vents should be at the top of the head, most effectively flowing air when
the rider is straight up. You will no doubt see upgraded safety
certifications, optimal creature comforts and futuristic materials in shell
construction.
Modular motorcycle helmet buying guide
Modular motorcycle helmets have skyrocketed in popularity in recent years
as a growing number of riders seek more versatility from their lids.
Designed to be worn in the full-face configuration, with the face shield and
chin bar in place, or as an open-face helmet, with the chin bar lifted up,
modular helmets are extremely popular with the ADV and sport-touring
crowds. At the base level, all modular helmets have a chin bar that can be
flipped up. At the next level, helmets like the Shark Evoline 3 ST
completely flip up and around to the back of the head for full-on
aerodynamic open-face riding. Others, like the Scorpion EXO-900 and the
Nolan N44, can be reconfigured from a full-face helmet to a comfortable
open-face helmet in a matter of seconds with removable parts. Both of
these helmets have removable visors and chin bars and can be configured
multiple ways. It's important to consider the level of versatility you desire
when buying a modular helmet, as the chin bar systems, face shields, and
occasional sun visors vary from helmet to helmet.
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Dual-sport helmet buying guide
The popularity of adventure-touring, dual-sport and hyper-motard riding
has led to innovation from the helmet makers. Essentially a cross between a
street and a dirt helmet, dual-sport helmets incorporate off-road features
but in a more aerodynamic package to suit the higher speeds of street
riding. Dual-sport helmets are now ubiquitous and offer the versatility of
multiple configurations to match changing conditions, on the road or off:
visor on, face shield off; visor on, face shield on; and visor off, face shield
off. Dual sport helmets generally have oversized face shields for extrawide peripheral vision and allow for the use of goggles in place of the face
shield for off-road riding. Prices range widely from the basic lids at £100
all the way up to the most technical and extreme helmets that approach
the £700 mark.
Hi-viz neon helmet buying guide
High-visibility gear is a growing trend in the motorcycle gear universe. Hiviz yellow and orange are two of the most attention-grabbing colours in the
visual spectrum. Hi-viz motorcycle gear gives the safety-conscious rider
the best chance of being seen by other motorists. There are twice as
many motorists on the road as there were 20 years ago and staying safe on
two wheels continues to increase in importance to many riders. Basic hi-viz
helmets can start at the entry level at £100 and go all the way up to superpremium and technical helmets that may exceed the £700 mark.
Motorcycle race helmet buying guide
Every racer knows that when you're on the track you have to be completely
switched on to your riding techniques and can't have any distractions in
terms of discomfort with your lid. So a race helmet should be lightweight,
comfortable, aerodynamic and strong, and the ventilation must be optimal.
Half Helmets and Open Face Helmets
It should be noted that half helmets and three-quarters or open-face
helmets are inherently less protective, due to the lack of coverage in the
face and the jaw. However, these helmet categories offer their own
advantages, such as better visibility, more airflow, less weight and a more
intimate connection with rain, hail, bugs, dirt, and the smell of freedom!
All jokes aside, you are the only person who can set your priorities when it
comes to riding gear.
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There are several different standards that a helmet can meet.
Your helmet should meet the United Nations Economic Commission for Europe
(UNECE) Regulation 22.05
Or the British Standard BS 6658:1985. If the helmet meets the British Standard,
it should also carry the BSI Kitemark, a registered certification mark that indicates
safety and quality. The helmet may also meet a European Economic Area member
standard, if it offers the same protection and safety as the British standard and
carries a mark that is equivalent to the BSI Kitemark. The independent SHARP
rating system is helpful in choosing the best helmet. This system is part of a British
government programme and provides a safety rating on a scale from one to five.
These numbers indicate how much protection the helmet can offer you when a crash
occurs. The higher the rating, the more protection the helmet provides. The
American system have DOT & SNELL
Which safety rating is the best?
Different standards focus on different kinds of impacts. Some focus on
puncture protection while others focus more on energy absorption. DOT
and SNELL fall into the first camp, testing motorcycle helmets by dropping
pointed weight on the sides, top and chin of a helmet to test for
penetration. Other than a small chip or crack at the point of impact, these
shells tend to look virtually unharmed after testing. The second, like
SHARP and ECE, concentrate more on transmitting the energy
administered upon impact throughout the entire helmet. These helmets
tend to look more maimed after testing, but that is the point. The helmet
absorbs the energy, breaking down and spreading the force across the
entire shell. These tests also introduce a few more oblique impact results
into the equation. Which is "better?" That's been the subject of fierce
debate. Here's the rub: Tell me what kind of crash you're going to have
and I'll tell you which safety rating is better. Since none of us know in
advance how we're going to crash or what our head is going to hit when we
go down, it's a complicated decision. People come to different conclusions
on which safety rating they trust. That's why in the beginning we focused
on fit first, and safety ratings last.
The one thing that's certain is that a helmet won't work right if it doesn't
fit properly, no matter what sticker is on it.
Make sure you understand the plusses and minuses involved, keeping safety
and riding experience in mind. I hope this has made the buying of helmets
(slightly) less complex
And finally - what to do with the damaged lid - well I took mine to the local
fire station who were most appreciative of it - they will be able to practise
removal and head trauma
46 of 56
Ultimate Winter Preparation Guide
Author Phil Turner Posted: 02 October 2014 published in BikeSocial
Winter Guide: prepare yourself and your bike
That first trickle of rain down the neck; the numb fingers and toes; the point at
which you're so cold, your body shivers on the inside. None of these are the
ingredients of a happy journey, but neither is sitting in the car watching someone
else filtering through the traffic jam.
The onset of winter doesn't have to mean hanging up your helmet, and it also
doesn't necessarily mean you have to shell out two grand for the latest Gore-Tex,
two-piece textile and fit a barn-door faring either.
A few additions to your kit cupboard and a bit of bike prep means you can extend
your riding right through 'till spring. Here's some of the best advice on making the
most of riding through winter:
Your kit: layer-up
Take a leaf out of the adventure riders' book, they manage four seasons in one day:
from balmy sunshine in the valley bottoms, to biting winds and blizzards on the tops,
and everything in-between. There isn't a riding suit made that'll cope with that and
still be comfortable / affordable / practical. Layering is what's it's all about, and
the beauty is you can add and remove to suit the conditions. Don't go crazy though,
four is the magic number.
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The BASE LAYER is probably the most important as it
needs to keep your skin dry. A layer of water next to
your skin is not a good idea - it'll evaporate taking your
body heat with it. So, forget the old BSB T-shirt you have
in the drawer because cotton can absorb up to ten times
its own weight in water / sweat and takes forever to dry.
Go for a proper, technical base layer like Oxford's Cool
Dry. Proper base layers are fast drying, breathable and
often anti-bacterial. Go for something that's closefitting, so it doesn't crease up under your riding kit, and
that has flat seams for extra comfort.
Next you'll need to be trapping a layer of warm air next you, the logic being if your
core is warm the rest of you will be. A MID LAYER does this job. There's no hard
and fast rule with this, it can be wool, fleece, or synthetic, but you're best bet is to
go for something tailored for the job like Rukka's Toast Mid-Layer Set, or even
their Next-to-Skin range. Whatever you choose, it should be thin, so it doesn't
restrict movement, and breathable to help keep that body moisture moving. If you
can, go for one that has some kind of windbreaker layer too: wind chill can drop your
body temperature seriously quickly. For the real lap of luxury, you can always go for a heated vest.
They can be powered by your bike, or a separate battery pack,
and will give you instant, controllable heat. Next comes the MOTORCYCLE LAYER, and although I'm sure a
few will argue, it pretty much needs to be textile. Steer clear
of cheap and cheerful and go for something more adventure /
touring focused. If you can, get something that has the
waterproof element / treatment on the outer shell - having the
waterproof layer on the inside means the outer bit gets soaked
through, and you're back to square one. If you can't don't
worry, we'll sort that out in a minute. You can dump the thermal inner as well, if you
like, your mid-layer will do the same job.
Go for a long jacket, like Oxford's Spartan, or the Buffalo Storm Tourer and look
for something with adjustable neck and cuffs, to
seal in that warm air and keep out the wet and wind.
Get one with venting too, so if it gets warmer you
can just wear your base layer and open the vents,
and when it’s cold, close them and the mid-layer.
Pair that with a decent set of textile trousers, that
are waterproof, breathable and offer a decent
amount of armour / protection, and you shouldn't go
far wrong.
If it’s properly miserable add a waterproof OUTER
LAYER.This will keep out the rain and act as an extra
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barrier against wind. A one piece, like the Weise Rain Suitor
Richa's Typhoon Rain Overall, will do a great job of sealing
out the elements, but are a bit of a faff to get on and off. A
two-piece – Oxford's Bone Dry or the Ixon Fog Jacketand
Trousers are easier to manage, and still do a good job. Again,
go for something that's breathable if you can. Hi-vis is also a
good idea, for a little added safety.
Oxford's Rain Seal one and two piece suits will keep you dry and
seen, or get a hi vis vest: Buffalo, Weise,
OxfordandProviz all do them.
If your budget is tight, go for a
reflective bib or arm/leg bands.
Once that's all sorted, turn your attention to your
extremities. Hands and feet are the first to go on a cold
ride, so it's well worth spending a few quid to keep them
covered. Obviously, your gloves need to keep your hands
warm and dry but they need to do that whilst being easy
to get on and off and not too bulky to restrict your
ability to feel the controls. They should offer a decent
amount of protection too. There's a myriad of types and
styles, but you're basically looking at textile – Milano
Sport Winter or Ixon Pro Level 2– or leather – like
Buffalo's Delta or the Ixon Pro Fighter. Although they
look weird, three-finger versions like Richa's 2330keep you extra toasty.
The same basic rules apply to boots: they need to be insulated, waterproof and still
allow enough freedom of
movement and feel to
keep you in control. If
budget allows, go for
something with a
breathable waterproof
layer like the
Alpinestars Web GoreTex or TCX's Explorer Evo. If you're budget is tight, something like the Oxford
Cherokee, Blytz Roma or Richa's Adventure will do just as well. Buy on the large
side to allow for thick socks.
Last, but by no means least, is that awkward hold between your jacket and helmet.
Fill that with a decent neck tubeor a balaclava on the really cold days.
49 of 56
If you're feeling flush, a flip-front helmetis a
great addition to the kit cupboard as you can
interact with people along the way, without
having to take you're lid off and let the cold and
wet in. A FogCity visor insert, anti-fog coating
and / or a Breath Deflector or Face Maskis also
worth investing in, to keep your view of the road
nice and clear.
Your bike: preparation, prevention, protection
Once you've sorted yourself out, it's worth a bit of time and effort to kit out your
bike out for the winter weather too. Look after it and it'll look after you, and should
be still in good condition come springtime.
Staying upright:
First and foremost are tyres. The vital link between you and road, and in need
particular attention during the winter months, due to the foul road conditions you're
likely to encounter. Most manufacturers offer specific winter tyres these days,
designed to cope with the low temperatures and rain. If you can afford to invest in a
set, do so. If you can't, make sure you have plenty of tread on your existing ones
and check pressures and general condition regularly.
Either way, punctures are more likely when the rain starts falling – the water acts
as a lubricant for nails and screws etc. – so it might be worth thinking about a tyre
sealants like Slime or GOOPto reduce the risk.
Built-in protection:
A larger touring-type screen, or a double bubblecan go a long way to keeping you
protected from the wind and rain, and a set of heated grips and / or hand muffswill
keep your hands lovely and warm, and means you can opt for a less bulky winter
glove. Essex RoSpa Advanced Motorcyclists
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Electric-trickery:
Looking after your battery is also important during winter – especially if you're
going to be running heated grips or clothing. Low temperatures have a significant
impact on batteries. The power output drops, as the chemical reaction that
generates electrons to supply the current happens more slowly. It's worth upgrading
to something like a Dynavolt Gel Nano or Shorai Lithium LFX, as they're designed
to perform much better than standard batteries in lower temperatures.
Using an intelligent charger like those from the OptiMate range, will also help keep
your battery in tip top condition. Most are fully automatic and with overcharge,
reverse polarity and spark protection built-in, so they can just be plugged in and
forgotten. Some can also be used outdoors, thanks to weatherproof casings.
Clean and protect:
Left unchecked, water and salt can cause lasting and irreparable damage to your
bike, so it's crucial to properly clean, dry and treat it after each ride.
It's equally as important to choose the right product, as some cleaning solutions can
do more harm than good. An all-in one cleaner - like SDoc 100 Motorcycle Gel Total
Cleaner, Muc-Off Nanotech or WD-40 Total Wash – will cut through the grease
and grime without damaging sensitive surfaces. Some also neutralise salt, and leave
behind an anti-corrosive layer.
Make sure you rinse it
properly, dry it with a
chamois / soft cloth (airdrying leaves water marks )
and then give it a liberal
coating with corrosion
protector like WD-40 or Sdoc100, for extra defence against salt, as well as
lubricating, displacing moisture, and helping to stop any existing corrosion from
developing further. And don't forget your chain. Again, use a specific motorcycle cleaner like Scottoiler
FST52 Cleaner & Degreaser (for tough contamination, go over the chain links with
a brush), rinse and dry thoroughly, and then apply an even coating of chain lube /
grease. Aim the spray nozzle at the inside of the chain, rotating the wheel until
you've covered three full revolutions of the chain.
Cover up:If you're storing your bike outside, covering it is a
must. A good quality cover will keep off rain, frost,
snow, spray from passing vehicles, guard against UV
exposure, not to mention prying eyes. Get the best
you can afford. Something like BikeTek's Rain Cover
Deluxe is ideal, as it's waterproof; is vented to allow
moisture to escape; is shaped to fit properly and has
an elasticated bottom seam and tie-down eyelets to
stop it flapping about / coming off in the wind. Essex RoSpa Advanced Motorcyclists
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Testing & Training
RoSPA Advanced Tutor Training
Tutor training will be provided by the Group’s
Advanced Tutors on a structured three-day
programme. Interested Gold and Silver RoSPA Riders
can train to become approved tutors and share their skills and experience by helping
to train associates.
This is a worthwhile exercise and has many benefits other than the obvious ones. It
may be that you haven’t ever considered tutoring others and, possibly, you don’t
think you are suitable for the task. Please don’t let that put you off - give it some
consideration. You may well find that you have hidden talents and that you find you
enjoy helping others to become as good as you are after all, you will have obtained a
Silver or Gold in the first place!
Talk to Paul Collins at a group night or contact Paul on his public email address:
[email protected]
Test ready?
Has your tutor advised you are test ready? If so, Smurf has a supply of test
application forms.
You can also obtain these from RoSPA HQ or download from the website. The full
link address is http://www.roadar.org/drivers/info/membership- applicationform.doc. If you are not reading this on a PC, go to www.roadar.org and follow the
link.
If you submit your application through the Group, ERAM can claim £3 from HQ
towards Group funds. Please make a cheque out to Essex RoSPA Advanced
Motorcyclists for £57.
52 of 56
And finally a reminder for 2015 - Driving licence fines threaten two million drivers
Updating the licence is a vital legal requirement, says Victoria Ford of DVLA Many
drivers face a fine of £1,000 if they fail to update their photo-card driving
licences, according to the Driver and Vehicle Licensing Agency. It started issuing
photo-card licences 15 years ago and more than 30 million drivers now have one.
These are usually valid for 10 years and there is a legal requirement for drivers to
renew the photograph at the same time as they renew their licence. However, two
million drivers have failed to do this. And this means they could be fined up to
£1,000 should they be pulled over by the police, who then discover that the photo
and licence is out of date.
Even failing to notify the DVLA that you have changed address could be costly.
Checking your licence Photo-card driving licences are set to become mandatory in
2015, when new paper licences are officially phased out. Victoria believes the
reasons for updating the photograph on your licence are clear. "Appearances can
change and it is important that photo-card licences are updated every 10 years to
ensure the police and other enforcement agencies have the best possible
photograph to help them correctly identify whether a driving licence is being used
fraudulently," she says. "This helps prevent driving licence impersonation - stopping
disqualified and perhaps dangerous drivers taking to our roads.” If you change your
address or name, you have to tell the DVLA, so that your driving licence and car
registration details can be updated. Towards the bottom of the card, you will find
the address the authorities have for you. Normally the cost of renewing a licence is
£20 but if you are merely updating your address, your new licence will be free.
Research from LV Car Insurance shows that nearly a fifth of drivers they
interviewed had no idea when their licence would run out, even though the expiry
date is clearly shown on the front of the licence. One in 10 admitted they had not
renewed their licence for more than 10 years. The DVLA says that it sends letters
to drivers whose licences are about to expire, but it is concerned that not everyone
will check. But it is not just failure to keep your licence up to date that can land
drivers in hot water.
Paul Watters from the AA thinks there are a number of other issues that drivers
are not even aware of, but which could cost them dear.
"There are quite a few things that drivers can be innocently get caught up in. For
example, they may have insured their car, but their details may not appear on the
Motor Insurance Database," he says.
"Also many people don't check their V5 document to see if their car is registered to
the correct address. You can check these things online," he points out.
The continuous insurance enforcement penalty is £100 and a failure to register a
vehicle can be a £1,000 fine in the courts.
53 of 56
Cartoons and Jokes
Motorcycle wisdom of the road•
Midnight bugs taste best.
• Saddlebags can never hold
everything you want, but they
CAN hold everything you need.
• Home is where your bike sits
still long enough to leave a few
drops of oil on the ground.
• The only good view of a
thunderstorm is in your rearview
mirror.
• Bikes don't leak oil, they mark
their territory.
Never mistake horsepower for staying power.
• If you don't ride in the rain - you don't ride.
• A bike on the road is worth two in the shed.
• Young riders pick a destination and go. . . Old riders pick a direction and go.
• A good mechanic will let you watch without charging you for it.
• Sometimes the fastest way to get there is to stop for the night.
• Winter is Nature's way of telling you to polish your bike.
• Well-trained reflexes are quicker than luck.
• The best alarm clock is sunshine on chrome.
• A friend is someone who'll get out of bed at 2 am to drive his pickup to the middle
of nowhere.
• There's something ugly about a NEW bike on a trailer.
• Practice wrenching on your own bike.
• Never be ashamed to unlearn an old habit
• Maintenance is as much art as it is science.
• If you ride like there's no tomorrow - there won't be.
• Grey-haired riders don't get that way from pure luck
• There are drunk riders. There are old riders. There are NO old, drunk riders.
• No matter what marquee you ride, it's all the same wind.
• Only a Biker knows why a dog sticks his head out of a car window. Essex RoSpa Advanced Motorcyclists
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ERAM logo 4 season necktubes. £11!
The material is 2-way stretch that retains its original
shape after use. It is a breathable fabric that wicks
moisture away from the skin, so is therefore cool in the
summer and warm in the winter. It is extremely
comfortable to wear and looks stunning.
The printing is digital and the fabric is treated with
SILVERPLUS® which provides 99.9% antimicrobial
protection to the wearer that does not wash out, so is
hygienic and fresh at all times. The fabric is also machine
washable and colours are not susceptible to fading. They
are handmade with seamed edges
55 of 56
56 of 56

Issue 32 - November 2014 - Essex RoSPA Advanced Motorcyclists

Transcription

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