Group Riding Guidelines
Group Riding Guidelines
Group Riding: Why? There are several advantages for motorcyclists who ride street bikes in a group: a group is usually more visible to other drivers than a solo rider; other vehicles can predict what a rider in a group will do because all members generally maintain fixed positions and fixed intervals between riders; in case of a mechanical problem or an accident, help is available immediately to the rider. A member of the group may carry a cell-phone. Usually some riders in a group are trained in First Aid and CPR. They are often aware of safety information and accident management procedures that non-riders may not know -- for example, not to remove the helmet of a downed rider unless breathing is inhibited, where to find particular medical information for a downed rider; how to manage an accident scene to prevent complications, etc.; and it can be a lot more FUN!
In addition, motorcyclists tend to learn a great deal from each other about their sport. Planned stops along the way offer a fine opportunity to socialize and to share valuable tips and techniques.
Group Riding: Why Not? Group riding is not for everyone. It requires a certain level of skill and self-discipline. It restricts an individual riders options as to speed, changes in route, and lane positioning. To attempt to ride in a group without having good basic riding skills and a good sense of what others in the group are likely to do -- and what they expect you to do -- is an invitation to an accident, one that may involve damage and injuries to more than one bike and one rider. It is also a matter of personality, in that group riding requires good communications, courtesy among riders and a willingness to look out for the safety of others while riding your own ride. Those who dont wish to ride in a group but who wish to arrive at the same destination as their friends may serve as a scout if they have a CB radio, or they may just prefer to travel solo and meet up with their friends at the days end.
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 1 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 2 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 3 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 4 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 5 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 6 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 7 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 9 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 10 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 11 of 16
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 12 of 16
In a group of only six motorcycles, the last one will find the gap between himself and the fifth bike has grown to 143 feet before it begins to close, once he starts to speed up, given these average reaction times. And it will be at least 11 seconds after the Lead Bike first began to accelerate before the sixth bike does so. Now, imagine what happens in the group if, while this is taking place, the Lead Bike must apply his brakes! This rubber-band effect becomes extremely important if the Lead Bike happens to make an abrupt and major change of speed at certain critical moments, such as when approaching a sharp turn or a tricky curve. The rubber-band effect can be reduced by following these guidelines: Lead Bike changes speed more gradually Lead Bike announces speed changes over the CB radio All riders watch farther ahead than just the bike immediately in front of them in order to notice and to react quicker to changes in speed All riders restrain the impulse to crank it up in order to quickly re-establish normal spacing Lead Bike does not increase speed within 15 seconds of entering a curve which may require braking or some slowing down to maneuver it safely All riders abandon the one-second spacing rule when riding twisties Groups should not be larger than six bikes per group if even one rider is not experienced at group riding. Groups should never be larger than eight bikes: break the groups down into smaller ones.
This problem has been described with respect to the acceleration of the Lead Bike. When the rubber band effect is considered in reverse -- that is, when the Lead Bike is suddenly braking -- these tips on how to avoid the rubber-band effect can be even more important. Those who ride as Lead Bike for their group should be aware of the importance of avoiding sudden changes in speed if at all possible, so as to reduce the risks to those following.
Copyright 1996-2001 The Master Strategy Group All Rights Reserved Page 16 of 16