Washington Motorcycle Manual - Washington Motorcycle Handbook
Washington Motorcycle Manual - Washington Motorcycle Handbook
Washington Motorcycle Manual - Washington Motorcycle Handbook
dol.wa.gov
This guide should not be used as a basis for legal claims or actions. Trafc regulations in cities, towns, and counties may go beyond state laws but cannot conict with them. If you are interested in specic laws relating to motor vehicle operation, motorcycle operations, and driver licensing, refer to Title 46 RCW, Motor Vehicles. Please read it carefully. We welcome your written comments or suggestions. Your comments should be addressed to: Motorcycle Safety Program Department of Licensing PO Box 9030 Olympia, WA 98507 Visit our website at www.dol.wa.gov
This motorcycle operators manual was developed through the joint cooperation of the National Public Services Research Institute (NPSRI), the National Highway Trafc Safety Administration (NHTSA) and the Motorcycle Safety Foundation (MSF). Edited and printed by Washington State Department of Licensing. We are committed to providing equal access to our services. If you need accommodation, please call (360) 902-3900 or TTY (360) 664-0116.
Motorcycle endorsement
To operate a motorcycle on Washington State roadways, you must have a motorcycle endorsement on your driver license. If you operate any vehicle without having the required endorsement, the vehicle may be impounded. To get an endorsement you must pass both a written and a skills test. You can do this by successfully completing either: An approved training class Testing at an approved site Study this manual if you test without taking a training class. If youre under 18 years of age, you must satisfactorily complete an approved rider course before you can apply for an endorsement. You must have parental permission to take the course, and to apply for the endorsement.
Instruction permit
To learn how to operate a motorcycle on public roadways, you can apply for a 90-day permit. You must be at least 16, have a valid Washington State driver license, and pass a written test. You cannot carry passengers or ride at night with a permit.
Added benets...
If you satisfactorily complete a course you wont need to take additional written or skills tests to get an endorsement if you apply within 180 days you may get a discount from your insurance company
Mopeds
A moped is any two or three-wheeled vehicle that is powered by a 50cc or smaller motor and is capable of speeds of 30 mph or less on level ground. Mopeds must meet the same equipment requirements as any motor-driven cycle or motorcycle operated on public roadways. Moped operators must be 16 and have a valid driver license. No special endorsement is required.
Scooters
Two or three-wheel vehicles commonly referred to as scooters are classied as either a motorcycle or a moped, depending upon engine size (cc) and/or maximum speed. Check the vehicle registration form if you are unsure.
Endorsement fees
For rst time motorcycle endorsements: $5 application fee $20 motorcycle endorsement fee
If transferring from out-of-state, and you have a current and valid motorcycle endorsement, you must let our staff know that you want to keep your endorsement. If your new license is issued without the endorsement and you wish to get it in the future, you will be required to take the motorcycle tests.
Equipment requirements
The law requires street-legal motorcycles and mopeds to have: a mirror mounted on the left and right side that give a clear view of at least 200 feet to the rear. a working muffler that prevents excessive or unusual noise. Cutouts, bypasses, or similar devices, and changing the exhaust system to amplify the noise are illegal. handlebars that are not more than 30 inches above seat level. a permanent seat for riders, if intending to carry a passenger. You cannot carry a passenger unless the motorcycle is designed to carry more than one person. foot rests for the rider and passenger. No one can ride with both feet on the same side of the machine. a horn which can be heard for at least 200 feet. at least one headlight, but not more than two, and one taillight. Lights must be in use whenever a motorcycle or moped is operated on the public roadway.
Protection requirements
The law requires that operators and passengers: wear glasses, goggles, or a face shield, unless the motorcycle has a windshield. wear a helmet that meets U.S. Department of Transportation standards, that is fastened properly and securely. passengers under five years of age are not allowed on motorcycles.
PREPARING TO RIDE
What you do before you start a trip goes a long way toward determining whether or not youll get where you want to go safely. Before taking off on any trip, a safe rider makes a point to: 1. Wear the right gear 2. Become familiar with the motorcycle 3. Check the motorcycle equipment 4. Be a responsible rider
Helmet use
Crashes can occur particularly among untrained, beginning riders. And one out of every five motorcycle crashes results in head or neck injuries. Head injuries are just as severe as neck injuries and far more common. Crash analyses show that head and neck injuries account for a majority of serious and fatal injuries to motorcyclists. Research also shows that, with few exceptions, head and neck injuries are reduced by properly wearing a quality helmet. Some riders dont wear helmets because they think helmets will limit their view to the sides. Others wear helmets only on long trips or when riding at high speeds. But, here are some facts to consider: A DOT-compliant helmet lets you see as far to the sides as necessary. A study of more than 900 motorcycle crashes, where 40% of the riders wore helmets, did not nd even one case in which a helmet kept a rider from spotting danger. Most crashes happen on short trips (less than ve miles long), just a few minutes after starting out. Most riders are riding slower than 30 mph when a crash occurs. At these speeds, helmets can cut both the number and the severity of head injuries by half.
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No matter what the speed, helmeted riders are three times more likely to survive head injuries than those not wearing helmets at the time of the crash. The single most important thing you can do to improve your chances of surviving a crash is to wear a securely fastened, quality helmet.
Helmet selection
There are a variety of types and styles of helmets offering different levels of protection. Whichever style you choose, you can get the most protection by making sure that the helmet: Is designed to meet U.S. Department of Transportation (DOT) standards. Helmets with a label from the Snell Memorial Foundation also give you an assurance of quality. Fits snugly, all the way around. Has no obvious defects such as cracks, loose padding or frayed straps. Whatever helmet you decide on, keep it securely fastened on your head when you ride. Otherwise, if you are involved in a crash, its likely to fly off your head before it gets a chance to protect you.
Clothing
The right clothing protects you in a collision. It also provides comfort, as well as protection from heat, cold, debris and hot and moving parts of the motorcycle. It can also make you more visible to others. Jacket and pants should cover arms and legs completely. They should fit snugly enough to keep from flapping in the wind, yet loosely enough to move freely. Motorcycle gear of leather or sturdy synthetic materials offer better protection than fashion wear. Wear a jacket even in warm weather to prevent dehydration. Many are designed to protect without getting you overheated, even on summer days. Some riders choose jackets and pants with rigid body armor inserts in critical areas for additional protection.
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Boots or shoes should be high and sturdy enough to cover your ankles and give them support. Soles should be made of hard, durable, slip-resistant material. Keep heels short so they do not catch on rough surfaces. Tuck in laces so they wont catch on your motorcycle. Gloves allow a better grip and help protect your hands while riding. Your gloves should be made of leather or similar durable material. Hearing protection reduces noise while allowing you to hear important sounds such as car horns or sirens. Long term exposure to engine and wind noise can cause permanent hearing damage even if you wear a full face helmet. Whether you choose disposable foam plugs or reusable custom molded devices, be sure you adhere to state laws regarding hearing protection. In cold or wet weather, your clothes should keep you warm and dry, as well as protect you from injury. You cannot control a motorcycle well if you are numb. Riding for long periods in cold weather can cause severe chill and fatigue. A winter jacket should resist wind and t snugly at the neck, wrists and waist. Good-quality rainsuits designed for motorcycle riding resist tearing apart or ballooning up at high speeds.
Test yourself
A plastic shatter-resistant face shield: A. Is not necessary if you have a windshield B. Only protects your eyes C. Helps protect your whole face D. Does not protect your face as well as goggles
No matter how experienced you may be, ride extra carefully on any motorcycle thats new or unfamiliar to you. More than half of all crashes involve riders with less than ve months of experience on their motorcycle.
Engine Cut-Off Light Switch (high/low) Switch Choke (varies) Electric Turn-Signal Start Switch Button Ignition Key (varies)
Horn Button
Throttle
Clutch Lever
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Know the controls. Work the throttle, clutch, brakes, and shifter a few times before you start riding. Ride very cautiously and be aware of surroundings. Accelerate gently, take turns more slowly and leave extra room for stopping.
C Controls
Make sure the clutch and throttle operate smoothly. The throttle should snap back to fully closed when released. The clutch should feel tight and should operate smoothly. Try the horn. Make sure it works.
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Clean and adjust your mirrors before starting. Its difficult to ride with one hand while you try to adjust a mirror. Adjust each mirror so you can see the lane behind and as much as possible of the lane next to you. When properly adjusted, a mirror may show the edge of your arm or shoulder but its the road behind you and to the side that are most important.
C Chassis
Check the front suspension. Ensure there is no binding. The rear shocks and springs should move smoothly. Be sure the chain is adjusted according to the manufacturers specications and that the sprockets are not worn or damaged.
S Stands
Ensure the side stand operates smoothly and that the spring holds it tightly in the up position. If equipped, the center stand should also be held rmly against the frame whenever the motorcycle is moving.
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Additionally, regular maintenance such as tune-ups and oil changes are as important for a motorcycle as routine checkups by your doctor are for you. Wear and tear is normal with use; routine maintenance will help prevent costly breakdowns. The schedule for regular upkeep for motorcycle parts and controls is contained in your motorcycles owners manual.
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Wrong
Knees Keep your knees against the gas tank to help you keep your balance as the motorcycle turns. Feet Keep your feet rmly on the footrests to maintain balance. Dont drag your feet. If your foot catches on something, you could be injured and it could affect your control of the motorcycle. Keep your feet near the controls so you can get to them fast if needed. Also, dont let your toes point downward they may get caught between the road and the footrests.
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Shifting gears
There is more to shifting gears than simply getting the motorcycle to pick up speed smoothly. Learning to use the gears when downshifting, turning or starting on hills is equally important for safe motorcycle operation. The gearshift lever is located in front of the left footrest and is operated by the left foot. To shift up to a higher gear, position your foot under the shift lever and lift. To downshift, press the shift lever down. The shift lever changes one gear each time it is lifted or pressed down. Whenever the lever is released, spring loading returns it to center, where the mechanism resets for the next shift up or down. A typical gear pattern is 1-N-2-3-4-5. The N is for neutral, which is selected by either a half lift from 1st gear or a half press from 2nd gear. Most motorcycles have ve gears, but some have four or six gears. As your motorcycle increases speed, you will need to shift up to a higher gear. Shift up well before the engine RPM reaches its maximum recommended speed. As a general rule, shift up soon enough to avoid over-revving the engine, but not so soon to cause the engine to lug. When upshifting, use a 3-step process: 1) Roll off the throttle as you squeeze the clutch lever, 2) lift the shift lever rmly as far as it will go, 3) smoothly ease out the clutch and adjust the throttle. Once the shift is completed, release the shift lever to permit it to reset for the next shift. When downshifting, use a 3-step process: 1) Roll off the throttle as you squeeze the clutch lever, 2) press the shift lever down rmly, 3) ease out the clutch lever as you roll on the throttle. Once the shift is completed, release the shift lever to permit it to reset for the next shift. Rolling on the throttle slightly while smoothly easing out the clutch can help the engine come up to speed more quickly and make the downshift smoother. You should shift down through the gears with the clutch as you slow or stop, and can also shift down when you need more power to accelerate. Make certain you are riding slowly enough when you shift into a lower gear. If not, the motorcycle will lurch, and the rear wheel may skid. When riding downhill or shifting into rst gear you may need to use the brakes to slow enough before downshifting safely.
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Shifting to a lower gear causes an effect similar to using the brakes. This is known as engine braking. To use engine braking, shift down one gear at a time and ease out the clutch through the friction zone between each downshift. Keep the clutch in the friction zone until the engine speed stabilizes. Then ease out the lever fully until ready for the next downshift. Usually you shift gears one at a time, but it is possible to shift through more than one gear while the clutch is squeezed. Remain in first gear while you are stopped so that you can move out quickly if you need to. Work toward a smooth, even clutch release, especially when downshifting. It is best to change gears before entering a turn. However, sometimes shifting while in the turn is necessary. If so, remember to do so smoothly. A sudden change in power to the rear wheel can cause a skid.
Braking
Improper braking technique remains a signicant contributing factor in many motorcycle crashes. Your motorcycle has two brake controls: one for the front wheel and one for the rear wheel. Always use both brakes every time you slow or stop. The front brake is more powerful and can provide at least 70% of your total stopping power. The front brake is safe to use if you use it properly. Maximum straight-line braking is accomplished by fully applying both front and rear brakes without locking either wheel. To do this: Squeeze the front brake smoothly, firmly and with progressively more force. Do not grab the brake lever or use abrupt pressure. As the motorcycles weight transfers forward, more traction becomes available at the front wheel, so the front brake can be applied harder after braking begins. Keep your knees against the tank and your eyes up, looking well ahead. This helps you stop the motorcycle in a straight line. Apply light-to-lighter pressure to the rear brake pedal to prevent a rear wheel skid. As weight transfers forward less traction is available at the rear. Use less rear brake pressure.
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Using both brakes for even normal stops will permit you to develop the proper habit or skill of using both brakes properly in an emergency. Squeeze the front brake and press down on the rear. Grabbing at the front brake or jamming down on the rear can cause the brakes to lock, resulting in control problems.
Braking in a corner
Any time a motorcycle is leaned over, the amount of traction available for braking is reduced. The greater the lean angle, the more the possibility of the tires losing traction. To stop as quickly and as safely as possible in a curve, and depending on road and trafc conditions, try to straighten, then brake. If conditions do not allow, brake smoothly and gradually, but do not apply as much braking force as you would if the motorcycle were straight up. As you straighten and lean less, apply more and more brake pressure. Always square your handlebars during the last few feet of your stop.
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Turning
Approach turns and curves with caution. Riders often try to take curves or turns too fast. When they cant hold the turn, they end up crossing into another lane of trafc or going off the road. Or, they overreact and brake too hard, causing a skid and loss of control. Use these four steps for better control: SLOW Reduce speed before the turn by closing the throttle and, if necessary, applying both brakes. LOOK Look through the turn to where you want to go. Turn just your head, not your shoulders, and keep your eyes level with the horizon. PRESS To turn, the motorcycle must lean. To lean the motor-cycle, press on the handgrip in the direction of the turn. Press left handgrip lean left go left. Press right handgrip lean right go right. The higher the speed in a turn, the greater the lean angle. ROLL Roll on the throttle to maintain or slightly increase speed. This helps stabilize the motorcycle. In normal turns, the rider and the motorcycle should lean together at the same angle.
Test yourself
When riding, you should: A. Turn your head and shoulders to look through turns B. Keep your arms straight C. Keep your knees away from the gas tank D. Turn just your head and eyes to look where you are going
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Lane positions
Successful motorcyclists know that they are safer when clearly seen. In some ways the size of the motorcycle can work to your advantage. Each traffic lane gives a motorcycle three paths of travel, as indicated in the illustration. Your lane position should help you: Increase your ability to see and be seen Avoid others blind spots Avoid surface hazards Protect your lane from other drivers Communicate your intentions Avoid windblast from other vehicles Provide an escape route Set up for turns Many motorcyclists consider the left third of the lane the left tire track of automobiles to be their default lane position. However, consider varying your lane position as conditions warrant, keeping mind that no portion of the lane need be avoided including the center. You should position yourself in the portion of the lane where you are most likely to be seen and you can maintain a space cushion around you. Change position as traffic situations change. Ride in path 2 or 3 if vehicles and other potential problems are on your left only. Remain in path 1 or 2 if hazards are on your right only. If vehicles are being operated on both sides of you, the center of the lane, path 2, is usually your best option. Remember, the center third of the lane is the place where debris and oil drippings from cars collect and where hazards such as manhole covers are located. Unless the road is wet, the average center strip permits adequate traction to ride on safely. You can operate to the left or right of the grease strip and still be within the center third of the traffic lane. Avoid riding on big buildups of oil and grease usually found at busy intersections or tollbooths. Experienced riders rely on their own best judgment and instincts. One absolute, however, is to avoid riding in another vehicles blind spot.
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When behind a car, ride where the driver can see you in their mirrors. Riding in the center portion of the lane should put your image in the middle of the rearview mirror where a driver is most likely to see you. Riding at the far side of a lane may permit a driver to see you in a sideview mirror. But remember that most drivers dont look at their sideview mirrors nearly as often as they check the rearview mirror. If the trafc situation allows, the center portion of the lane is usually the best place for you to be seen by the drivers ahead and to prevent lane sharing by others.
Being followed
Speeding up to lose someone following too closely only ends up with someone tailgating you at a higher speed. A better way to handle tailgaters is to get them in front of you. When someone is following too closely, change lanes and let them pass. If you cant do this, slow down and open up extra space ahead of you to allow room for both you and the tailgater to stop. This will also encourage them to pass. If they dont pass, you will have given yourself and the tailgater more time and space to react in case an emergency does develop ahead.
Passing
1. Ride in the left portion of the lane at a safe following distance to increase your line of sight and make you more visible. Signal and check for oncoming traffic. Use your mirrors and turn your head to look for trafc behind. 2. When safe, move into the left lane and accelerate. Select a lane position that doesnt crowd the car and provides space to avoid hazards in your lane. 3. Ride through the blind spot as quickly as possible. 4. Signal again, and complete mirror and headchecks before returning to your original lane and then cancel the signal. Remember, passes must be completed within posted speed limits, and only where permitted. Know your signs and road markings!
Being passed
When you are being passed from behind, stay in the center portion of your lane. Riding close to the passing vehicle could put you in a hazardous situation. Avoid being hit by: The other vehicle A slight mistake by you or the passing driver could cause a sideswipe. Extended mirrors Some drivers forget that their mirrors hang out farther than their fenders.
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Objects Thrown From Windows Even if the driver knows youre there, a passenger may not see you and might toss something on you or the road ahead of you. Blasts of Wind From Larger Vehicles They can affect your control. You have more room for error if you are in the middle portion when hit by this blast than if you are on either side of the lane. Do not move into the portion of the lane farthest from the passing vehicle. It might invite the other driver to cut back into your lane too early.
Lane sharing
Cars and motorcycles need a full lane to operate safely. Riding between rows of stopped or moving cars in the same lane can leave you vulnerable to the unexpected. A hand could come out of a window; a door could open; a car could turn suddenly. Discourage lane sharing by others. Keep a center-portion position whenever drivers might be tempted to squeeze by you. Drivers are most tempted to do this: In heavy, bumper-to-bumper trafc When they want to pass you When you are preparing to turn at an intersection When you are moving into an exit lane or leaving a highway
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Merging cars
Drivers on an entrance ramp may not see you on the highway. Give them plenty of room. Change to another lane if one is open. If there is no room for a lane change, adjust speed to open up space for the merging driver.
Cars alongside
Do not ride next to cars or trucks in other lanes if you do not have to. You might be in the blind spot of a car in the next lane, which could switch into your lane without warning. Cars in the next lane also block your escape if you come upon danger in your own lane. Speed up or drop back to nd a place clear of trafc on both sides.
Test yourself
Usually, a good way to handle tailgaters is to: A. Change lanes and let them pass B. Use your horn and make obscene gestures C. Speed up to put distance between you and the tailgater D. Ignore them
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SEE
Good, experienced riders are always aware of what is going on around them. They reduce their risk by using MSFs three-step SEESM strategy: Search Evaluate Execute SEE will help you assess what is going on in traffic so you can plan and implement the safest course of action as trafc situations change. Lets look at each of these steps.
Search
Continually search how much time and space you have and how you can eliminate or minimize risk. As you search, focus on finding potential escape routes, especially in or around intersections, shopping areas and school and construction zones. One way to search is to use your RiderRadar to aggressively scan the environment ahead of you, to the sides, and behind you to avoid potential hazards even before they arise. There are three lead times experienced riders consider. First, be alert and scan for hazards that are about two seconds ahead of you, or within your following distance. Scanning your four-second immediate path can allow you time for a quick response if something should go wrong. Anything that is within four seconds of your path is considered immediate because four seconds is considered enough time and space to swerve and/or brake for xed hazards or for someone or something entering your path of travel. Finally, experienced riders search for hazards that are further out, looking ahead to an area it would take about 12 seconds to reach. This provides time to prepare for a situation before it becomes immediate. Using the SEE strategy will help you to Search for a variety of factors such as: Oncoming trafc that may turn left in front of you Trafc coming from the left and from the right Trafc approaching from behind
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Hazardous road conditions that require you to be alert, especially in areas with limited visibility. Visually busy surroundings could hide you and your motorcycle from others.
Evaluate
Evaluate means to think about how hazards can interact to create risks for you. Anticipate potential problems and have a plan to reduce risks, particularly when faced with: Road and surface characteristics such as potholes, guardrails, bridges, telephone poles and trees that wont move into your path, but may influence your riding strategy. Traffic control devices including trafc signals, warning signs, and pavement markings, which will require you to carefully evaluate circumstances ahead. Vehicles and other traffic that may move into your path and increase the likelihood of a crash. Think about your time and space requirements in order to maintain a margin of safety, and give yourself time to react if an emergency arises.
Execute
Finally, Execute your decision. To create more space and minimize harm from any hazard: Communicate your presence with lights and/or horn. Adjust your speed by accelerating, stopping or slowing. Adjust your position and/or direction by swerving, changing lanes, or moving to another position within your lane. Apply the old adage one step at a time to handle two or more hazards. Adjust speed to permit two hazards to separate. Then deal with them one at a time as single hazards. Decision-making becomes more complex with three or more hazards. Evaluate the consequences of each and give equal distance to the hazards. In potential high-risk areas, such as intersections, shopping areas and school and construction zones, cover the clutch and both brakes to reduce the time you need to react.
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INTERSECTIONS
The greatest potential for conflict between you and other traffic is at intersections. An intersection can be in the middle of an urban area or at a driveway on a residential street anywhere trafc may cross your path of travel. Over one-half of motorcycle/ car crashes are caused by drivers entering a riders right-of-way. Cars that turn left in front of you, including cars turning left from the lane on your right, and cars on side streets that pull into your lane, are the biggest dangers. Your use of SEE at intersections is critical. There are no guarantees that others see you. Never count on eye contact as a sign that a driver will yield. Too often, a driver looks right at a motorcyclist and still fails to see him or her. The only eyes that you can count on are your own. If a car can enter your path, assume that it will. Good riders are always looking for trouble not to get into it, but to stay out of it.
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Increase your chances of being seen at intersections. Ride with your headlight on and in a lane position that provides the best view of oncoming trafc. Provide a space cushion around the motorcycle that permits you to take evasive action. When approaching an intersection where a vehicle driver is preparing to cross your path, slow down and select a lane position to increase your visibility to that driver. Cover the clutch lever and both brakes to reduce reaction time. As you enter the intersection, move away from the vehicle. Do not change speed or position radically, as drivers might think you are preparing to turn. Be prepared to brake hard and hold your position if an oncoming vehicle turns in front of you, especially if there is other trafc around you. This strategy should also be used whenever a vehicle in the oncoming lane of trafc is signaling for a left turn, whether at an intersection or not.
Blind intersections
If you approach a blind intersection, move to the portion of the lane that will bring you into another drivers eld of vision at the earliest possible moment. In this picture, the rider has moved to the left portion of the lane away from the parked car so the driver on the cross street can see him as soon as possible. Remember, the key is to see as much as possible and remain visible to others while protecting your space. If you have a stop sign or stop line, stop there rst. Then edge forward and stop again, just short of where the cross-trafc lane meets your lane. From that position, lean your body forward and look around buildings, parked cars or bushes to see if anything is coming. Just make sure your front wheel stays out of the cross lane of travel while youre looking.
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INCREASING CONSPICUITY
In crashes involving other vehicles, drivers often say that they never saw the motorcycle. From ahead or behind, a motorcycles outline is much smaller than a cars. Also, its hard to see something you are not looking for, and most drivers are not looking for motorcycles. Drivers often look through the skinny, two-wheeled silhouette in search of cars that may pose a problem to them. Even if a driver does see you coming, you arent necessarily safe. Smaller vehicles appear farther away and seem to be traveling slower than they actually are. It is common for drivers to pull out in front of motorcyclists, thinking they have plenty of time. Too often, they are wrong. However, you can do many things to make it easier for others to recognize you and your motorcycle.
Clothing
Most crashes occur in broad daylight. Wear bright-colored clothing to increase your chances of being seen. Remember, your body is half of the visible surface area of the rider/motorcycle unit. Bright orange, red, yellow or green jackets/vests are your best bets for being seen. Your helmet can do more than protect you in a crash. Brightly colored helmets can also help others see you. Any bright color is better than a dark color. Reflective, brightcolored clothing (helmet and jacket/vest) is best. Reflective material on a vest and on the sides of the helmet will help drivers coming from the side to spot you. Reflective material can also be a big help for drivers coming toward you or from behind.
Headlight
The best way to help others see your motorcycle is to keep the headlight on at all times (new motorcycles sold in the USA since 1978 automatically have the headlights on when running). Studies show that, during the day, a motorcycle with its light on is twice as likely to be noticed. Use low beam at night and in fog.
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Signals
The signals on a motorcycle are similar to those on a car. They tell others what you plan to do. However, due to a riders added vulnerability, signals are even more important. Use them anytime you plan to change lanes or turn. Use them even when you think no one else is around. Its the car you dont see thats going to give you the most trouble. Your signal lights also make you easier to spot. Thats why its a good idea to use your turn signals even when what you plan to do is obvious. When you enter a freeway, drivers approaching from behind are more likely to see your signal blinking and make room for you. Turning your signal light on before each turn reduces confusion and frustration for the trafc around you. Once you turn, make sure your signal is off or a driver may pull directly into your path, thinking you plan to turn again. Use your signals at every turn so drivers can react accordingly. Dont make them guess what you intend to do.
Brakelight
Your motorcycles brakelight is usually not as noticeable as the brake lights on a car particularly when your taillight is on. (It goes on with the headlight.) If the situation will permit, help others notice you by flashing your brakelight before you slow down. It is especially important to flash your brakelight before: You slow more quickly than others might expect (turning off a high-speed highway). You slow where others may not expect it (in the middle of a block or at an alley). If you are being followed closely, its a good idea to flash your brakelight before you slow. The tailgater may be watching you and not see something ahead that will make you slow down. This will hopefully discourage them from tailgating and warn them of hazards ahead they may not see.
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Head checks
Checking your mirrors is not enough. Motorcycles have blind spots like cars. Before you change lanes, turn your head, and look to the side for other vehicles. On a road with several lanes, check the far lane and the one next to you. A driver in the distant lane may head for the same space you plan to take. Frequent head checks should be your normal scanning routine,
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also. Only by knowing what is happening all around you are you fully prepared to deal with it.
Horn
Be ready to use your horn to get someones attention quickly. It is a good idea to give a quick beep before passing anyone that may move into your lane. Here are some situations: A driver in the lane next to you is driving too closely to the vehicle ahead and may want to pass. A parked car has someone in the drivers seat. Someone is in the street, riding a bicycle or walking. In an emergency, sound your horn loud and long. Be ready to stop or swerve away from the danger. Keep in mind that a motorcycles horn isnt as loud as a cars therefore, use it, but dont rely on it. Other strategies, like having time and space to maneuver, may be appropriate along with the horn.
Riding at night
At night it is harder for you to see and be seen. Noticing your headlight or taillight out of the car lights around you is not easy for other drivers. To compensate, you should: Reduce Your Speed Ride even slower than you would during the day particularly on roads you dont know well. This will increase your chances of avoiding a hazard. Increase Distance Distances are harder to judge at night than during the day. Your eyes rely upon shadows and light contrasts to determine how far away an object is and how fast it is coming. These contrasts are missing or distorted under articial lights at night. Open up a three-second fol lowing distance or more. And allow more distance to pass and be passed. Use the Car Ahead The headlights of the car ahead can give you a better view of the road than even your high beam can. Taillights bouncing up and down can alert you to bumps or rough pavement.
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Use Your High Beam Get all the light you can. Use your high beam whenever you are not following or approaching a car. Be visible: Wear reflective materials when riding at night. Be Flexible About Lane Position. Change to whatever portion of the lane is best able to help you see, be seen and keep an adequate space cushion.
Test yourself
Reective clothing should: A. Be worn at night B. Be worn during the day C. Not be worn D. Be worn day and night
CRASH AVOIDANCE
No matter how careful you are, there will be times when you nd yourself in a tight spot. Your chances of getting out safely depend on your ability to react quickly and properly. Often, a crash occurs because a rider is not prepared or skilled in crash-avoidance maneuvers. Know when and how to stop or swerve, two skills critical in avoiding a crash. It is not always desirable or possible to stop quickly to avoid an obstacle. Riders must also be able to swerve around an obstacle. Determining which skill is necessary for the situation is important as well. Studies show that most crash-involved riders: Underbrake the front tire and overbrake the rear Did not separate braking from swerving or did not choose swerving when it was appropriate The following information offers some good advice
Quick stops
To stop quickly, apply both brakes at the same time. Dont be shy about using the front brake, but dont grab it, either. Squeeze the brake lever rmly and progressively. If the front wheel locks, release the front brake immediately then reapply it firmly. At the
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same time, press down on the rear brake. If you accidentally lock the rear brake on a good traction surface, you can keep it locked until you have completely stopped; but, even with a locked rear wheel, you can control the motorcycle on a straightaway if it is upright and going in a straight line.
Rear
Front Both
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To swerve to the left, press the left handlegrip, then press the right to recover. To swerve to the right, press right, then left. If braking is required, separate it from swerving. Brake before or after braking while swerving can quickly compromise traction.
Front-wheel skids
If the front wheel locks, release the front brake immediately and completely. Reapply the brake smoothly. Front-wheel skids result in immediate loss of steering control and balance. Failure to fully release the brake lever immediately will result in a crash.
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Rear-wheel skids
A skidding rear tire is a dangerous condition that can result in a violent crash and serious injury or death. Too much rear brake pressure causes rear-wheel lockup. As soon as the rear wheel locks, your ability to change direction is lost. To regain control the brake must be released. However, if the rear wheel is out of alignment with the front, there is a risk of a high-side crash. This occurs when the wheels are out of alignment and a locked rear wheel is released. The motorcycle can abruptly snap upright and tumble, throwing the rider into the air ahead of the motorcycles path. Even slight misalignment can result in a high-side crash.
Cornering
A primary cause of single-vehicle crashes is motorcyclists running wide in a curve or turn and colliding with the roadway or a xed object.
Constant curves
Multiple curves
Widening curves
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Every curve is different. Be alert to whether a curve remains constant, gradually widens, gets tighter or involves multiple turns. Ride within your skill level and posted speed limits. Your best path may not always follow the curve of the road. Change lane position depending on trafc, road conditions and curve of the road. Consider starting at the outside of a curve to increase your line of sight and the effective radius of the turn. As you turn, move toward the inside of the curve, and as you pass the center, move to the outside to exit. Another alternative is to move to the center of your lane before entering a curve and stay there until you exit. This permits you to spot approaching trafc as soon as possible. You can also adjust for trafc crowding the center line, or debris blocking part of your lane.
Test yourself
The best way to stop quickly is to: A. Use the front brake only B. Use the rear brake first C. Throttle down and use the front brake D. Use both brakes at the same time
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Slippery surfaces
Motorcycles handle better when ridden on surfaces that permit good traction. Surfaces that provide poor traction include: Wet pavement, particularly just after it starts to rain and before surface oil washes to the side of the road. Gravel roads, or where sand and gravel collect. Mud, leaves, snow, and ice. Lane markings (painted lines), steel plates and manhole covers, especially when wet. To ride safely on slippery surfaces: Reduce Speed Slow down before you get to a slippery surface to lessen your chances of skidding. Your motorcycle needs more distance to stop. And it is particularly important to reduce speed before entering wet curves. Avoid Sudden Moves Any sudden change in speed or direction can cause a skid. Be as smooth as possible when you speed up, shift gears, turn or brake. Use Both Brakes The front brake is still effective even on a slippery surface, although it may take longer to stop. Squeeze the brake lever gradually to avoid locking the front wheel. Remember, gentle pressure on the rear brake. The center of a lane can be hazardous when wet. When it starts to rain, ride in the tire tracks left by cars. Often, the left tire track will be the best position, depending on trafc and other road conditions. Watch for oil spots when you put your foot down to stop or park. You may slip and fall. Dirt and gravel collect along the sides of the road especially on curves and ramps leading to and from highways. Be aware of whats on the edge of the road, particularly when making sharp turns and getting on or off freeways at high speeds. Rain dries and snow melts faster on some sections of a road than on others. Patches of ice tend to develop in low or shaded areas and on bridges and overpasses. Wet surfaces or wet leaves are just as slippery. Ride on the least slippery portion of the lane and reduce speed.
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Cautious riders steer clear of roads covered with ice or snow. If you cant avoid a slippery surface, keep your motorcycle straight up and proceed as slowly as possible. If you encounter a large surface so slippery that you must coast, or travel at a walking pace, consider letting your feet skim along the surface. If the motorcycle starts to fall, you can catch yourself. Be sure to keep off the brakes. If possible, squeeze the clutch and coast. Attempting this maneuver at anything other than the slowest of speeds could prove hazardous.
For track and road seams that run parallel to your course, move far enough away from tracks, ruts, or pavement seams to cross at an angle of at least 45. Then, make a deliberate turn. Edging across could catch your tires and throw you off balance.
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Test yourself
When it starts to rain it is usually best to: A. Ride in the center of the lane B. Pull off to the side until the rain stops C. Ride in the tire tracks left by cars D. Increase your speed
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MECHANICAL PROBLEMS
You can nd yourself in an emergency the moment something goes wrong with your motorcycle. In dealing with any mechanical problem, take into account the road and trafc conditions you face. Here are some guidelines that can help you handle mechanical problems safely.
Tire failure
You will seldom hear a tire go flat. If the motorcycle starts handling differently, it may be a tire failure. This can be dangerous. You must be able to tell from the way the motorcycle reacts. If one of your tires suddenly loses air, react quickly to keep your balance. Pull off and check the tires. If the front tire goes flat, the steering will feel heavy. A frontwheel flat is particularly hazardous because it affects your steering. You have to steer well to keep your balance. If the rear tire goes flat, the back of the motorcycle may jerk or sway from side to side. If either tire goes at while riding: Hold handgrips rmly, ease off the throttle, and keep a straight course. If braking is required, gradually apply the brake of the tire that isnt flat, if you are sure which one it is. When the motorcycle slows, edge to the side of the road, squeeze the clutch and stop.
Stuck throttle
Twist the throttle back and forth several times. If the throttle cable is stuck, this may free it. If the throttle stays stuck, immediately operate the engine cut-off switch and pull in the clutch at the same time. This will remove power from the rear wheel, though engine sound may not immediately decline. Once the motorcycle is under control, pull off and stop. After you have stopped, check the throttle cable carefully to find the source of the trouble. Make certain the throttle works freely before you start to ride again.
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Wobble
A wobble occurs when the front wheel and handlebars suddenly start to shake from side to side at any speed. Most wobbles can be traced to improper loading, unsuitable accessories or incorrect tire pressure. If you are carrying a heavy load, lighten it. If you cant, shift it. Center the weight lower and farther forward on the motorcycle. Make sure tire pressure, spring pre-load, air shocks and dampers are at the settings recommended for that much weight. Make sure windshields and fairings are mounted properly. Check for poorly adjusted steering; worn steering parts; a front wheel that is bent, misaligned, or out of balance; loose wheel bearings or spokes; and worn swingarm bearings. If none of these is determined to be the cause, have the motorcycle checked out thoroughly by a qualied professional. Trying to accelerate out of a wobble will only make the motorcycle more unstable. Instead: Grip the handlebars firmly, but dont ght the wobble. Close the throttle gradually to slow down. Do not apply the brakes; braking could make the wobble worse. Move your weight as far forward and down as possible. Pull off the road as soon as you can to x the problem.
Test yourself
If your motorcycle starts to wobble: A. Accelerate out of the wobble B. Use the brakes gradually C. Grip the handlebars rmly and close the throttle gradually D. Downshift
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Engine seizure
When the engine locks or freezes it is usually low on oil. The engines moving parts cant move smoothly against each other, and the engine overheats. The rst sign may be a loss of engine power or a change in the engines sound. Squeeze the clutch lever to disengage the engine from the rear wheel. Pull off the road and stop. Check the oil. If needed, oil should be added as soon as possible or the engine will seize. When this happens, the effect is the same as a locked rear wheel. Let the engine cool before restarting.
ANIMALS
Naturally, you should do everything you safely can to avoid hitting an animal. If you are in trafc, however, remain in your lane. Hitting something small is less dangerous to you than hitting something big like a car. Motorcycles seem to attract dogs. If you are being chased, downshift and approach the animal slowly. As you approach it, accelerate and leave the animal behind. Dont kick at the animal. Keep control of your motorcycle and look to where you want to go. For larger animals (deer, elk, cattle) brake and prepare to stop they are unpredictable.
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Test yourself
If you are chased by a dog: A. Kick it away B. Stop until the animal loses interest C. Swerve around the animal D. Approach the animal slowly, then speed up
FLYING OBJECTS
From time to time riders are struck by insects, cigarettes thrown from cars or pebbles kicked up by the tires of the vehicle ahead. If you are wearing face protection, it might get smeared or cracked, making it difcult to see. Without face protection, an object could hit you in the eye, face or mouth. Whatever happens, keep your eyes on the road and your hands on the handlebars. When safe, pull off the road and repair the damage.
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Test yourself
Passengers should: A. Lean as you lean B. Hold on to the motorcycle seat C. Sit as far back as possible D. Never hold onto you
Carrying loads
Everything you are likely to need for a riding holiday or weekend trip can be packed on your motorcycle in many different ways. There are complete luggage systems, saddlebags that are permanently attached to the motorcycle, soft bags that do not require a carrier system and can be tied to the seat, and a tank bag for other small items. You can also travel simply with only a backpack. Whatever you decide, do not exceed gross vehicle weight rating when traveling with cargo and a passenger, and always make adjustments to the motorcycle to compensate for the added weight.
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stretch and knots can come loose, permitting the load to shift or fall. You should stop and check the load often to make sure it has not shifted or loosened. Include a small tool kit and some common spare parts that you might need. Water and some energy bars or other food should also be part of your preparation, and dont forget a rst aid kit, especially if you are riding in a group.
Pre-ride test
Prior to starting out, take a test ride with your fully loaded motorcycle through some familiar neighborhood roads to get a feel for the operation of your motorcycle. Be sure the suspension settings are correct, and that the side stand, footrests, and exhaust pipes dont scrape over bumps and in turns. Ensure the tank bag does not get in the way of the handlebars or restrict the steering. Also check the security of the load, so that your luggage does not hit you in the back under maximum braking. You will also nd that the performance of a fully loaded motorcycle will be different than what you are used to. Test the power when accelerating and be aware that it will be lower, increasing passing times and distances. Braking will also feel different, and stopping distances may increase.
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Plan
Before starting out, hold a riders meeting to discuss the route, length of riding segments, rest stops and locations for fuel, meals and lodging. Make sure everyone knows the route. That way, if someone becomes separated, he or she wont have to hurry to keep from getting lost or making the wrong turn. Choose a lead rider and a sweep rider. These should be the most experienced riders of the group. The lead rider should look ahead for changes in road, trafc or weather conditions, and signal early so the word gets back in plenty of time to the other riders. The sweep rider is the last rider in the group, and sets the pace for the group. Place inexperienced riders just behind the leader. That ensures that they wont have to chase after the group, and the more experienced riders can watch them from the back. The most important rules for group riding are: no competition, no passing of other riders and no tailgating. If a rider insists on riding faster than the group, allow him or her to go ahead to an agreed meeting point.
Hand signals
During the riders meeting, review the hand signals so all riders can communicate during the ride.
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Dont pair up
Be cautious if riding directly alongside another rider in the same lane. There is no place to go if you have to maneuver to avoid a car or hazard in the roadway. Wait until you are both stopped to talk.
Staggered formation
This is the best way to keep the ranks close yet maintain an adequate space cushion. The group leader rides in the left side of the lane, and the second rider stays at least one second back and rides in the right side of the lane. The third maintains the left position of the lane, at least two seconds behind the rst rider. The fourth rider should keep at least a two second distance from the second rider in the right side of the lane, and so on. This formation keeps the group close and permits each rider to maintain a safe distance from others ahead, behind and to the sides. It is best to move to single le formation when riding in curves, turning, and entering or leaving freeways or highways.
Intersections
Intersections present the highest risk for motorcyclists in a group. When making a left turn at an intersection with a left turn signal arrow, tighten the formation to allow as many riders through the intersection as possible. Make the turn single le. If not all riders get through the light, stop at a safe point ahead and wait. This will prevent riders from feeling pressured to speed up or run a red light.
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Parking
When possible, park as a group, so everyone can get off their motorcycles more quickly. Avoid parking downhill or head-in, and if possible, park where you can pull through, making the arrival and departure smoother. Whenever possible, park so that the group can depart as a unit in single le.
Passing in formation
When the group wants to pass slow trafc on a freeway or interstate, the group may pass as a unit. On a two-lane highway, riders in a staggered formation should pass one at a time.
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First, the lead rider should pull out and pass when it is safe. After passing, the leader should return to the left position and continue riding at passing speed to open room for the next rider. Next, the second rider should move up to the left position in the lane and wait for a chance to safely pass. When passing be sure you have a clear view of oncoming trafc. Just because the lead rider passed, that does not mean that conditions havent changed and that it is still safe for other riders to pass. After passing, the rider should return to the right position and open up room for the next rider. Some people suggest that the lead rider should move to the right side of the lane after passing the vehicle. This is not a good idea, since it might encourage the second rider to pass and cut back in before there is enough space cushion in front of the passed vehicle. Its simpler and safer to wait until there is enough room ahead of the passed vehicle to allow each rider to move into the same position held before the pass.
Test yourself
When riding in a group, inexperienced riders should position themselves: A. Just behind the leader B. In front of the group C. At the tail end of the group D. Beside the leader
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Your sex, physical condition and food intake are just a few that may cause your BAC level to be even higher. But the full effects of these are not completely known. Alcohol may still accumulate in your body even if you are drinking at a rate of one drink per hour. Abilities and judgment can be affected by a single drink. A 12-ounce can of beer, a mixed drink with one shot (1.5 ounces) of liquor, and a 5-ounce glass of wine all contain the same amount of alcohol.
The faster you drink, the more alcohol accumulates in your body. If you drink two drinks in an hour, at the end of that hour, at least one drink will remain in your bloodstream. Without taking into account any other factors, these examples illustrate why time is a critical factor when a rider decides to drink. If you drink: Seven drinks over the span of three hours you would have at least four (7 3 = 4) drinks remaining in your system at the end of the three hours. You would need at least another four hours to eliminate the four remaining drinks before you consider riding. Four drinks over the span of two hours, you would have at least two (4 2 = 2) drinks remaining in your system at the end of the two hours. You would need at least another two hours to eliminate the two remaining drinks before you consider riding. There are times when a larger person may not accumulate as high a concentration of alcohol for each drink consumed. They have more blood and other bodily fluids. But because of individual
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differences it is better not to take the chance that abilities and judgment have not been affected. Whether or not you are legally intoxicated is not the real issue. Impairment of judgment and skills begins well below the legal limit.
Consequences of conviction
Years ago, rst offenders had a good chance of getting off with a small ne and participation in alcohol-abuse classes. Today the laws of most states impose stiff penalties on drinking operators. And those penalties are mandatory, meaning that judges must impose them. If you are convicted of riding under the influence of alcohol or drugs, you may receive any of the following penalties: License Suspension Mandatory suspension for conviction, arrest or refusal to submit to a breath test. Fines Severe nes are another aspect of a conviction, usually levied with a license suspension. Community Service Performing tasks such as picking up litter along the highway, washing cars in the motor-vehicle pool or working at an emergency ward. Costs Additional lawyers fees, lost work time spent in court or alcohol-education programs, public transportation costs (while your license is suspended) and the added psychological costs of being tagged a drunk driver.
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Get Friends Involved Use peer pressure from a group of friends to intervene. It helps to enlist support from others when you decide to step in. The more people on your side, the easier it is to be rm and the harder it is for the rider to resist. While you may not be thanked at the time, you will never have to say, If only I had ...
Test yourself
If you wait one hour per drink for the alcohol to be eliminated from your body before riding: A. You cannot be arrested for drinking and riding. B. Your riding skills will not be affected. C. Side effects from the drinking may still remain. D. You will be okay as long as you ride slowly.
FATIGUE
Riding a motorcycle is more tiring than driving a car. On a long trip, youll tire sooner than you would in a car. Avoid riding when tired. Fatigue can affect your control of the motorcycle. Protect Yourself From the Elements Wind, cold, and rain make you tire quickly. Dress warmly in layers. A windshield is worth its cost if you plan to ride long distances. Limit Your Distance Experi enced riders seldom try to ride more than about six hours a day. Take Frequent Rest Breaks Stop and get off the motorcycle at least every two hours. Dont Drink or Use Drugs Artificial stimulants often result in extreme fatigue or depression when they start to wear off. Riders are unable to concentrate on the task at hand.
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PUB-520-407 (R/9/12) WA