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advanced riding home structured training 1a - observation 1b - positioning 2 - bends & junctions 3 - signals 4 - filtering skills 5 - motorways. 6 - overtaking if you have any difficulties viewing this site - on my pc using "internet explorer", it can produce lots of "gobble de gook" - may i suggest you download the free "mozilla firefox" web browser (excellent). welcome to my website. i hope you find the following pages both informative and useful. please feel free to email me @ [email protected] if you have any queries, criticisms or comments. index commentary rides - observation. dropped kerbs - observation. hendon shuffle - this page. i.p.s.g.a. - observation. meat-in-sandwich - observation. negative/counter steering - bends & junctions. roundabouts - bends and junctions. space bubble - positioning. system - observation. tail gating - positioning. other websites of interest: - www.roadar.org.uk www.wyam.org.uk www.iam.org.uk www.stoppingdistances.org.uk what is advanced riding? (e.& o.e.) many things, of course, but it is nothing without concentration, observation, anticipation and early planning. the very last two words in the sentence above, really sums up, what being advanced is all about. essential reading: - motorcycle roadcraft. (the police rider's handbook). don't be put off by the "p" word. the highway code. below are photos of me and the wife. next birthday, i'll be 27. advanced riding - what is it? a brief synopsis of what it's all about. here are a few thoughts regarding what i look for when doing initial assessments on riders, and when conducting pre-test re-assessments. if the terminology used is not fully understood, please seek clarification. positioning skills. when riding along normally does the rider seek to maximise safety margins? that is, move away from possible developing hazards. for example, cycles, pedestrians, animals or oncoming vehicles, vehicles waiting in or approaching from a side road on the left (or on the right in one-way streets if riding in the right hand lane). generally, one seeks to ride mid-way between hazards, but be prepared to prioritise between greater and lesser hazards (say, a 60/40 split) and adjust the space accordingly. if adequate safety margins (space) cannot be achieved then speed must come down. it may need to come down in any case. when following “large” vehicles, does the rider select a position to maintain an optimum view of the road ahead? where advantageous taking views along the nearside and/or offside does the rider try to ride in his/her own “space bubble” – that is avoid riding with vehicles to either side, as much as is reasonably practicable? this is particularly important where there are junctions or turnings on the opposite side to where the vehicle(s) is/are. when riding in, unavoidable, close proximity to other road users, consider covering the horn button - just in case. is the “2 second rule” adhered to, on dry roads? 4 seconds on wet roads. if traffic behind is too close (tail-gating) try to create a longer gap ahead of you - that is, increase the 2-second space. when stopping behind traffic, assuming filtering is ill advised, is a large gap ahead retained (at least, a bike length, maybe more, to allow easy manoeuvreability around the vehicle in front should it become necessary. keep watching your mirrors, maybe a vehicle from behind can’t/won’t stop. have your “escape” plan worked out. in all situations try to have a “plan b” and maybe “plan c” and “plan d” also where possible. when riding through bends or negotiating roundabouts, providing traffic conditions, etc. allow, are smoother/straighter lines followed? observational skills. are “cross” observations taken, on the approach to/at road junctions, especially those controlled by traffic lights? the fact that you may have priority ( not “right of way”) is no guarantee of safety. when approaching bends, especially right hand bends, does the rider adopt the best road position to achieve the optimum view into and through the bend, without compromising safety or stability? with left-hand bends, does the rider position for view, providing that safety/stability is not compromised. on narrow (ish), restricted view left-hand bends, view should be sacrificed for safety (away from oncoming vehicles), perhaps riding more centre of lane, rather than just left of centre of road. is the candidate looking for other vehicles at motorway entrances/exits that may be joining or leaving, often at the last moment? similarly, on dual carriageways and other multi-lane roads. acceleration sense (timed approaches). when approaching stopped or slowing situations, is acceleration sense used to minimise the use and wear of the brakes, fuel and suspension etc.? does the rider use acceleration sense to minimise the likelihood of having to actually stop (every time you stop you become a stationary “target” for others to run into – 1 mph is better than none). does the candidate, when approaching a “give-way” situation, take early observations (that is, cross views, on the approach where lack of buildings or gaps between allow, rather than merely at the junction) together with a suitable approach speed, again, to minimise the likelihood of having to stop? filtering skills. used when applicable, to make progress, usually between, stationary/slow moving lanes of vehicles. speed to be about no more than 10 mph higher than other vehicles though not at speeds above 30 mph. if traffic is held up by, say, temporary traffic lights and a large safety margin (space) is possible, perhaps by judicious use of the offside of the road, for example, then higher speeds may be both possible and desirable, (space + view = speed). but this is really overtaking stationary traffic rather than filtering. when filtering past large vehicles extra caution is required due to the greatly restricted view. increased potential danger when vehicles are stationary or very slow moving – cycles, pedestrians, animals or vehicles crossing are more likely. signalling skills. does the rider, when required, give signals in good time or are they given as the manoeuvre is taking/about to take place? does the rider fail to use needed signals or use unnecessary signals? any or all of these three are indications that their observational skills are lacking or that they have a reduced understanding of the road or traffic situation. the ability to correctly omit signals is possibly the best evidence of good concentration , observation , anticipation and planning skills available to an assessor. overtaking skills. does the rider utilise the “catch, match, dispatch” technique? closing up from the “following” position to the “overtake” position when an overtake can be anticipated. and “dropping back” to the “following” position again if the overtake does not develop. is the “slingshot” technique used when appropriate? does the rider “cut in” on the overtaken vehicle thereby “stealing” its braking space? does the rider have to “force” a way back in between vehicles? general skills. are good “slow riding” skills shown, perhaps during “filtering” or on the approach to junctions, or do these need to be demonstrated separately? does the candidate use the “hendon shuffle”? (see below). sometimes known as the “dancing bear” routine. does the rider “trail” a leg or legs when moving away or dangle a leg or legs when stopping? either creates potential instability. does the rider display a general air of confidence? is the rider decisive where necessary, yet courteous when needed? is the rider proactive to situations rather than merely reactive? is restraint shown where necessary? be particularly aware when riding through any “jaws of death” type of situation. that is, for example, where a vehicle is waiting to emerge from the left and an oncoming vehicle is approaching or waiting to turn right across your path – you have no “escape” route. it is not the speed of the emerging/turning vehicle

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iam.org.uk
roadar.org.uk
stoppingdistances.co.uk
wyam.org.uk

Whois Information

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Domain name:
dave-brook.co.uk

Registrant:
David Brook

Registrant type:
UK Individual

Registrant's address:
The registrant is a non-trading individual who has opted to have their
address omitted from the WHOIS service.

Data validation:
Nominet was able to match the registrant's name and address against a 3rd party data source on 10-Dec-2012

Registrar:
1 & 1 Internet SE [Tag = 1AND1]
URL: https://www.1and1.co.uk

Relevant dates:
Registered on: 06-Apr-2007
Expiry date: 06-Apr-2019
Last updated: 05-Apr-2017

Registration status:
Registered until expiry date.

Name servers:
ns59.1and1.co.uk 217.160.80.169 2001:08d8:00fe:0053:0000:d9a0:50a9:0100
ns60.1and1.co.uk 217.160.81.169 2001:08d8:00fe:0053:0000:d9a0:51a9:0100

WHOIS lookup made at 00:21:08 25-Nov-2017

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  REFERRER http://www.nominet.org.uk

  REGISTRAR Nominet UK

SERVERS

  SERVER co.uk.whois-servers.net

  ARGS dave-brook.co.uk

  PORT 43

  TYPE domain

OWNER

  ORGANIZATION David Brook

TYPE
UK Individual

ADDRESS
The registrant is a non-trading individual who has opted to have their
address omitted from the WHOIS service.
Data validation:
Nominet was able to match the registrant's name and address against a 3rd party data source on 10-Dec-2012

DOMAIN

  SPONSOR 1 & 1 Internet SE [Tag = 1AND1]

  CREATED 2007-04-06

  CHANGED 2017-04-05

STATUS
Registered until expiry date.

NSERVER

  NS59.1AND1.CO.UK 217.160.80.169

  NS60.1AND1.CO.UK 217.160.81.169

  NAME dave-brook.co.uk

DISCLAIMER
This WHOIS information is provided for free by Nominet UK the central registry
for .uk domain names. This information and the .uk WHOIS are:
Copyright Nominet UK 1996 - 2017.
You may not access the .uk WHOIS or use any data from it except as permitted
by the terms of use available in full at http://www.nominet.uk/whoisterms,
which includes restrictions on: (A) use of the data for advertising, or its
repackaging, recompilation, redistribution or reuse (B) obscuring, removing
or hiding any or all of this notice and (C) exceeding query rate or volume
limits. The data is provided on an 'as-is' basis and may lag behind the
register. Access may be withdrawn or restricted at any time.

  REGISTERED yes

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