Welcome!

Welcome to Peak Rider World, my blog site that's been sitting largely unused. Why now? Simple. Having grown increasingly uncomfortable with Facebook, it was time to move on. 

This is where I'll be sharing stories, mostly about two-wheeled travels, and random thoughts about motorbiking in general. As noted in the About Me side-bar, the aim is to be entertaining and informative. Hopefully, you'll find some reasons to check in here on a regular basis. 

Sidestands up! Let's get underway. 

Swiss Cheese, and its role in Motorcycle Safety

Who doesn’t like cheese?  Whether the milk product comes from cows, sheep, goats or camels, people the world over treasure thousands of mouth-watering varieties. Heck, even non-dairy vegetablists happily consume products labeled as cheese.  

For the sake of this discussion, we’ll zero in on Swiss cheese. What? What does Swiss cheese have to do with motorcycle safety? Almost nothing actually; it’s the holes we should be worried about.

 

But first, let’s look at an actual on-road motorcycle incident which occurred in September 2019. It happened on a sunny day at a minor junction on a straight stretch of clean, dry road. Beyond the riders involved - a tour group - there was no other traffic on the scene at the time. Interestingly, every one of the people involved were competent high-mileage riders who had benefitted from on-road advanced rider training. Thankfully, although one motorbike was too damaged to continue, no one was seriously injured.

Image courtesy of Olivier Rheme

No. 1 was the group leader. Before turning right into the sideroad and parking area he did not signal to the rider immediately behind to mark the junction. He assumed that those who were following saw him exiting the main road and would simply follow. The error? The leader did not properly assign the task, and a specific spot, for marking the turn-off.  

 

The rider of bike #2, aware that some remaining riders were well back, stopped in this location to mark the junction. The error? This person was partially out of the sight of following riders. 

 

Rider #3, upon catching up with the first few riders, did not immediately see #2 marking the junction, nor other riders already stopped in the parking area. A split second later #3 did see either the junction marker, or the riders in the parking lot, commenced very hard braking and came to a complete stop in their lane. The error? Not first taking rear observation, such as a mirror check, before (hard) braking. 

No. 4, whose focus was on #3, was able to react and brake in time to avoid colliding with #3. Rider 4’s error? None, although rather unfortunately this rider received the biggest battering. 

 

Rider #5, whose initial focus was on riders #3 and #4 ahead, became momentarily distracted by the riders in the parking area, at exactly the same moment as #3 began braking very hard. As a result, #5 was not left with sufficient time to change direction, reduce speed, and avoid careening into #4 and #3. No. 5’s error? Removing their focus on the most immediate hazards; the riders ahead. 

 

So, what do holes in cheese have to do with this accident? It illustrates the Swiss cheese model of accident causation, originally formally advanced by Dante Orlandella and James T. Reason of the University of Manchester. The model is used in risk analysis and risk management, including aviation safety, engineering,

healthcare, and as the principle behind layered security. 

 

In the Swiss Cheese model, defenses against failure are modeled as a series of barriers, represented as slices of cheese. The holes in the slices represent weaknesses in individual parts of the system and are continually varying in size and position across the slices. The system produces failures when a hole in each slice momentarily aligns, permitting, in Reason's words*, "a trajectory of accident opportunity", so that a hazard passes through holes in all the slices, leading to a failure. (source: Wikipedia)

 

In the accident scenario illustrated above, none of the small errors, on their own, were enough to cause the accident. It was only because they all lined up at the same time, that the mishap occurred. There was a very linear “trajectory of accident opportunity". Remove any of the seemingly small errors and this incident would never have happened. 

 

What can we learn from this? That very small changes at initial stages can create significantly different outcomes further along. A misjudged lane position, inappropriate speed for road and traffic conditions, a missing observation, a momentary lapse of attention or a distraction may or may not make much difference on its own. However, depending on timing, and the opportunity holes lining up, we can all too easily find ourselves at the point of failure - an accident.  

 

So, whether you’re planning to visit England’s Cheddar Gorge, the Roquefort caves in France, or the village of Gouda in the Netherlands, be alert to Swiss cheese holes. Although not shown on any Michelin roadmap, they’re everywhere. 

* source: Wikipedia

 

Michael Moloney ©2019

peakrideradventure.com

U-Turns as the Way Forward

When first learning to ride a motorcycle most of us begin with plenty of slow-speed practice, including U-turns.  It’s a matter of basic bike control.  All too often these key foundation skills are underdeveloped or become rusty.  It’s not sexy to ride slowly…or is it?  (There are plenty of people whose first-time-on-a-bike antics allow them to forever live in shame on YouTube.)

Slow speed riding comprises a specific set of skills requiring plenty of practice. We should always be able to ride at slow speeds with confidence, especially in urban areas, in order to:

• travel slowly with prevailing traffic
• make tight turns in narrow streets 
• make U-turns
• manoeuvre in confined spaces, such as garages and parking areas
• filter – move safely between lanes of stationary traffic (when legal)

Keys to confident slow-speed riding include: Observation – in particular, road surface and camber; Balance – keeping in mind your bike’s load; and, as ever,

Looking where you want to go.

Specific machine control skills include:

• using the brakes with a bias to the rear.  The rear brake is your best friend in slow-speed manoeuvres
• slipping or ‘feathering’ the clutch at times to keep revs up and prevent the engine from stalling
• staying relaxed.  Tension reduces your ability to steer or lean, at any speed.  Breathe 

One of the best ways to look like a numpty on our bike is to display incompetency at low speeds. Dropping both legs like outriggers often indicates that a rider is not in complete control. As with any other riding skill honest self-assessment is the key to moving forward, and regular practice is essential.

Which aspects of low-speed manoeuvring do you find more difficult?  Find a safe environment and take opportunities to practise any manoeuvres at which you feel less confident.  Consider visiting a local learn-to-ride school to observe how these skills are taught or, speak a properly qualified trainer.

Confidence and competence at low-speeds manifests itself at all speeds.  Be your inner tortoise, before unleashing your outer hare. 

(This missive includes content from Motorcycle Roadcraft)

Mike Moloney ©2017

The Road to Dorkdom

On a recent Peak Rider tour one of the participants briefly lamented looking like a dork. Dorkdom, it’s a funny old thing that. One rider’s hi-viz jacket is another’s eyesore. A chap’s chaps are someone else’s laugh.

What defines cool or dorky is seldom much more than a fashion judgement. The 19th century American writer Ambrose Bierce described fashion as, “A despot whom the wise ridicule and obey”. The tension between fashion and function is exhibited in the bikes we ride, the accessories we install and the clothing we wear.

Cool or dorky? It depends on which rickety soapbox a person chooses to stand on and the tint of the lens they peer through. 

However, there is one thing which stands out as truly dorky. It respects no brand or type of bike. It has nothing to do with engine size or the perceived value of the equipment. It might sometimes feature handlebar tassels or a paste-on pink Mohawk but could just as easily sport an expensive Rukka suit. Whilst there can be plenty of farkle, there’s never sparkle. It’s most often displayed by those who ride for occasional recreational purposes.

Dorky riding is what we’re talking about. Our ability to operate our machines, for better or worse, is on display every time we ride. Even those who will never get on a motorcycle can recognize cack-handed riding when they see it. 

Dorky riding is easy to spot; it’s hazard in motion, manifested by a lack of planning & anticipation, poor lane positioning, inappropriate speed for circumstances, dangling legs as ‘outriggers’ during slow-speed maneuvers, and in dozens of other highly visible ways. It can sometimes be accompanied by a cacophony of anti-social noise as riders attempt to "save lives" or emulate racing bikes.

As a group, we are suckers for the aftermarket. It’s amazing how much money we’ll spent to make our bikes, and by extension ourselves, look cool. As far back as 2004 the US motorcycle accessory market was estimated at $3.8 billion. In more recent times Berkshire Hathaway (Warren Buffet), agreed in 2015 to buy Detlev Louis Motorradvertriebs GmbH, a German motorcycle apparel and accessories retailer, for 400 million euros ($452 million). They know where the money is.

Go to any bike meet and what you’ll mostly find are people going from bike to bike admiring the farkle. Wow, look at this, look at that! Does any of it make a rider more proficient, safer and someone whose riding we might wish to imitate? Nope. All it does is burnish the ego, the sense of self-importance or self-image. If sufficient riding skills are not evident then the façade disappears as soon as the bike begins to roll. Dorkdom.

Ultimately, we are judged more for our actions than our appearance. When a car or bike is poorly operated we soon stop valuing the machine. We rapidly switch to making judgements about the driver’s or rider’s behaviour. Road rage anyone?  “That guy is an a**hole!” A dork.

Wouldn’t it be better to work on enhancing riding skills and set a positive example which others might wish to follow? There are some substantial payoffs. Riding becomes mutually much safer and a lot more fun. It’s much more meaningful, and sincere, to earn compliments for demonstrably well-developed skills rather than the power of your pocketbook. One of the sweetest things heard is when a rider says, after witnessing advanced riding, “I want to ride like that!”

Advanced motorcycling is described as the ability to control the position and speed of the machine safely, systematically and smoothly, using road and traffic conditions to progress unobtrusively with skill and responsibility. There’s nothing dorky about that.

Mike Moloney ©2015

Fast and Furious?

Every so often we will hear someone suggesting that our ride-outs are "too fast". Let's see if we can shed some light on this.

With every participant's safety firmly in mind it is our policy that ride-outs should be run at legal road speeds where road and traffic conditions permit. Our ride-out leaders* do exactly this. In the pre-ride briefings participants are advised that everyone should "ride their own ride", i.e. at a pace which is comfortable and safe for them. 

Because we want everyone to have a good time and not become lost each we employ the drop-off system where a rider marks a junction by their presence, indicator lights and hand signals. There also are regular stops to gather everyone up and there is a Tail-end Charlie or sweep rider. There is absolutely no need to keep up with others who, for various reasons, may be riding at different speeds.  

It's a fact that some riders will negotiate bends more swiftly than others. This may be due to higher levels of competence and confidence, an easier to ride machine or a combination of these. While they may appear to be riding much faster they are simply carrying a more constant speed through bends. They are not slowing down as much on bend entry and then having to recover their previous pace when the road opens up. 

If someone feels some sort of a need to 'keep up' it is a choice they are making, either consciously or unconsciously. A motorcycle's speed is completely dependent on the input of its operator. Only the individual rider can adjust their speed to what is appropriate for them in the circumstances. It is completely and utterly their responsibility and most importantly, their choice.

Should ride-outs be run at speeds below the speed limit when it is perfectly safe to be at the speed limit? In short, never. Just as it is incumbent on road users to avoid hazards* there is an equal responsibility to avoid becoming one or creating one.  

In terms of group riding traveling in an artificially slow manner quickly creates a multi-vehicle rolling road hazard, never mind the mounting frustration of those stuck in the queue behind. There is also the fact that most Highway Codes clearly state that you should not hold up other traffic. 

If someone is of the view that a Peak Rider Adventure ride-out is ‘too fast’ it is simply because they are riding faster than they are comfortable with. The solution is simple; slow down and ride at a pace better suited to current abilities. Better, safer riders are self-aware and honest with themselves.  

Ask yourself the question, "Would I like to be a more proficient and safer motorcycle rider?" If the answer is no then you may need to question whether motorcycling is really for you. If the answer is yes there are numerous ways to further develop riding skills. The worst that can happen is that you will become a better, safer rider and have even more fun.

Our ride-outs are voluntary participation social rides. They are wonderful opportunities for experiencing the many joys of motorcycling and sharing laughter with friends old and new. Our safety record and the steady growth in numbers of enthusiastic attendees are proof of our success. We hope to see you soon. 

*Peak Rider Adventure's UK ride-out leaders hold RoSPA Gold accreditation.  Those who have earned this distinction are acknowledged as among the most proficient and safest of British road riders.  To maintain this status a rider must undergo a rigorous and comprehensive re-test every three years. 

*A hazard is defined as any real or potential danger and anything which would cause a road user to change speed or position. 

© Mike Moloney 2015

The Roadcraft Files - "I Made Eye Contact...Right Before We Collided."

"Are you lookin' at me?" Okay, so we've taken some liberty with one of the most famous lines in moviedom - Robert De Niro's Travis Bickle in Taxi Driver - but it's a question we need to be asking. Let's look at this in more detail.

Often heard in the motorcycling community is this; "Car drivers are all out to kill us." 
I don't know about you but of all the car drivers I've come across over the years I have yet to encounter one who deliberately set out to cause me serious harm. There are plenty of ornery jerks out there, and tens of thousands who are distracted or not paying attention, but the ones who set out to commit vehicular homicide appear, thankfully,
 to be few and far between.  

A common phrase in police accident reports is this; "The driver looked but didn't see." We often hear this referred to as a SMIDSY - Sorry Mate, I Didn't See You. Why didn't that driver see you?  They were looking right at you, right?  How could they look, but not see? It's a rather complicated issue.

Let's start with Global Precedence. "Global Precedence occurs when an individual more readily identifies the global feature when presented with a stimulus containing both global and local features." In other words the individual sees the big picture but perhaps not all of the smaller features within it; for example you, the motorcyclist.  Prime attention is directed to larger objects. A truck is bigger than a car which is bigger and wider than a motorcycle which is bigger than a bicycle, etc. 

In the previous newsletter we noted that Reaction time is Decision-making and Output combined. Both drivers and riders have similar response times (output) but vary greatly in the amount of time it takes to make a decision. In demanding or complex situations key information may be forgotten or discarded before it can be stored in short-term memory. It's entirely possible that in developing or busy traffic situations some road users may unconsciously 'choose' not to see you. SMIDSY

What are you wearing? Are you familiar with camouflage? Are you aware that your bike and clothing colours may be blending in very nicely with your background. Excellent. Zombie snipers will have a devil of a time picking you out. On the other hand so will other road users. 

What else might cause us to go unseen? The human eye is a true wonder but still short of nature's best, such as found on eagles and houseflies. Not only do we have a dominant eye - meaning there is a weaker one - but each eye has its own blind spot. Then there is depth perception, itself a very complicated processing of sensory information, binocular and monocular visual cues. If one or more aspects of that system are not working well then distance perception will be compromised. Only your optometrist knows for sure and I don't know your optometrist. 

Is the person in the car next to you wearing their prescription eyewear? Or did they leave their glasses/contacts home because they're unstylish or 'too uncomfortable'?  Any person over 40 can develop cataracts - a clouding of the lens - not ideal for crisp vision and subsequent decision-making and action. Do they have a form of dyslexia, a headache, an itch to scratch? What about glare from low sun, dirty windscreens, kids making a fuss in the back seat, that oh-so-important text message (What! There are people who text and drive?!), that heavy thought weighing on their mind, and finally, that more recent horror, so-called infotainment screens. The list goes on and on. SMIDSY

Are you lookin' at me? Honestly I can't say for sure but I do know this. You are the only one in control of your motorcycle. By claiming it's always the other guy's fault you abdicate your responsibility to put yourself in the right position at the right speed at the right time to avoid a hazard. It's your move.


Mike Moloney ©2015

The Roadcraft Files - Every Day is a School Day

The Moto Guzzi California mini-test left me nearly exhausted so I went for a lie-down. And this got me to thinking. How many ways are there to learn?

According to Wikipedia, "A 2004 literature review identified 71 different learning styles theories." Whoa, we need to keep things simple here.

Let's take a brief look at these: Mistakes, Instruction and Example.

Mistakes: Soichiro Honda, a man who in the space of a brief few decades went from a piston ring manufacturer to global leader in motorcycle production was once asked why he was so successful. His reply was simple, "Because I made so many mistakes."

In terms of motorcycling learning from mistakes can be a bad proposition. Making an errors puts us at much greater risk of injury.  The best riders are extremely sensitive to the smallest errors in their riding and will figuratively kick themselves when they feel they didn't 'get it right'. They will immediately look for the cause of the error and take steps to correct it. 

How do you know whether you're making errors? The best way is to take...

Instruction: It's about learning new skills, absorbing practical advise and applying knowledge you didn't have before. Instead of being oblivious you can now act using information provided to you for your benefit. As the old saying goes, "The more you know the better it gets."  

Reaching the third of the four stages of competence - Conscious Competence - is a very good place to be. That being said a truly Conscious Competent person does not fool themselves. Self-awareness much match the reality. And finally...

Example: Good example or bad example? Bad example riders are easy to spot. Throttle and brake applications are abrupt or inconsistent. They veer suddenly away from or even into things they did not anticipate or see in advance. They are hesitant or stiff in bends.  They ride in car drivers' blind spots. They constantly blame others for their actions. And so on.

Better riders are also easy to spot. They never have 'suddenly' or 'where did he come from' moments. They take complete responsibility for their actions. They appear to flow effortlessly along their intended path and through traffic. They use the Roadcraft system of motorcycle control to put themselves in the right place at the right speed at the right time. They ride unflustered and take joy in being masters of their time and space. Follow, observe and learn.

Looking for some free good examples and helpful advice? Follow the leaders on our Peak Rider ride-outs.

Mike Moloney © 2015

Product Impression - Italian Beauty with Big Jugs

Sometimes the opportunity arises to ride brand new motorbikes which I don't actually own. Recently, the folks at an Escondido dealership asked me to take a Moto Guzzi California 1400 Custom to Bike Night at a local Hooters Restaurant. If we must. Hooters is located about a mile north of their shop so I immediately set off...to the south. 

So-called cruiser-style bikes are not normally of interest to me. For the most part form - something the manufacturers take great pains to refer to as 'style' - takes priority over function. Offerings from American manufacturers and the Japanese-made 'metric' clones tend to place emphasis on largeness; in the size and weight of the machines and also in engine displacement. Motors are typically big inline narrow-angle V-twins and relatively slow-revving due to significant crankshaft and flywheel mass. Emphasis is placed on torque characteristics rather than chasing horsepower numbers.  

With their long wheelbases, significant weight and limited ground clearance many of these bikes can be challenging to ride in terms of bends. The grinding of floorboards (Floor boards? On motorcycles! Good gracious.) at moderate lean angle are an all too early warning sign of potential disaster. Certain bikes from one 100+ year old brand can sometimes be seen 'wiggling their hips' in bends. It's often scary just watching.  

Then there's the curious seating position where the weight of your body rests on the base of your spine whilst arms reach out in wide supplication to handlebars which appear borrowed from large wheelbarrows. It's evident that I struggle to 'get it'. The cool-aid drinking faithful are fond of saying, "If I have to explain it, you wouldn't understand". That I get.

Meanwhile over in Italy the cappuccino crowd have their own way of thinking.  Perhaps it's in part because designers who live in the foothills of the Alps are bound to arrive at different solutions than those whose roots are in flat farmland.  Italians produce cruisers alright, but very much on their own terms. Ducati's Diavel power-cruiser is a case in point. 

So, back to the Moto Guzzi California 1400. Yes, it appears long and sits low to the ground. It is stylish; Italians couldn't design a bad-looking toaster. (Well okay, over at Lancia cars there are occasional elements of awkwardness.) The California doesn't look like a copy of anything else. Massive cylinders intruding into tank space are meant to inform. An artful rear fender/mudguard is graced with LED tail and brake lights. The instrument pod is simple, round and contains all the info you need. Like an Armani suit the sum of the parts exude a dignified presence without any need to shout.

The handlebars are great wide tillers. Yes, there are floorboards - hinged - where you are meant to rest your feet. There's a substantial looking heel-and-toe shifter on the left and a brake pedal on the right which appears as if it could have been borrowed from a small Italian car. The saddle is big enough for naturally large persons or someone whose caloric intake occasionally exceeds the recommended daily amount. I felt a bit small on this bike. 

Start me up. A bit like a radial-engine airplane there's a big shake and a snort from the 90 degree V-twin and then it just settles. Before setting off we notice it says Tourismo on the instrument display. The throttle is ride-by-wire and Tourismo is one of three settings; the others being an Italian word for Lame (or possibly Rain) and the enticing-sounding Veloce. Settings are changed via the starter button once the bike is running and in neutral. Throttle settings don't appear to be changeable on the fly. 

Off we go then. Wha' hey? This thing steers! No, not like a sports bike or even a sports tourer but with easy deftness that belies its size and looks. The suspension is another revelation. It's no indulgingly plush adventure tourer but it's more than compliant and doesn't hint at bottoming out. With the wide bars and no windscreen there's a good deal of wind blast on the freeway but it's no worse than most naked bikes. Set on Tourismo the throttle control is smooth and naturally progressive.  

Guzzi's so-called big-block engine is very eager to rev and is anything but slow.  Rumbly vibes at lower revs - quite noticeable but at a frequency that is entertaining rather than intrusive - disappear completely as you reach 4500 rpm and beyond. Did I really just close up on that quickly on the car ahead? Off to Hooters then, before the shop owner begins to wonder where the Peak fella went with his bike. 

After an evening of hootin' it was time to take the big girl home. Whilst stopped at a traffic light a large-displacement Milwaukee twin pulled up in the lane next to me; all rumbles and shakes and blipping of throttle. Well then, surely this must be the appointed time to see what the Veloce throttle setting is all about?  

Mamma mia! Throttle response is instant and accompanied by a mighty surge of forward thrust. It revs much quicker than expected leading to a series of hurried upshifts. The other bike is a distant speck in the mirrors.  A couple of turns later I try it again on a street where it's less likely a need will arise to explain these actions to someone in authority. The shift from second into third sees the front tyre temporarily cease contact with the asphalt. 

So, here we have a stylish Italian cruiser which you can ride in a relaxed manner if you so choose. Or, you can ride it 'con brio' and thoroughly enjoy a bike which neither sacrifices function nor subscribes to tired cliches. If this is your kind of bike you're sure to have a lot of fun either way. California dreamin? Good vibrations are happenin'.

Mike Moloney © 2015

The Roadcraft Files - What's Your Plan?

Having assessed the riding skills of more than a few bikers in the past few years the single most critical aspect which presents itself is the importance of planning and anticipation. Anticipation and visible evidence of planning are hallmarks of advanced riding. Anticipation is fueled by obtaining information as early as possible to inform the decision-making process.  

Observation is the overriding and most important aspect of systematic riding.  In terms of hazards* what we need is time; time to react. When riding or driving we process complex information in a loop comprised of Input, Decision-making, Output (response) and Feedback (what's next?). We should always be asking ourselves these questions: What can we see? What can't we see? What can we reasonably expect to happen?

Reaction time is Decision-making and Output combined. Most riders have a similar response time but vary greatly in the amount of time it takes to make a decision.  Our brains can't always deal with the information received. In demanding or complex situations key information may be forgotten or discarded before it can be stored in short-term memory. This is why riders and drivers often 'freeze' and crash when presented with something unexpected.  

If we tend to concentrate our vision on a small area - whether it's a car, bike or the road immediately in front - we are less aware of the whole picture. The time we need to plan, anticipate and react, i.e. decision-making and response, may not be available. 

We need to move our head and use our eyes in a scanning motion which sweeps the whole environment to build up and maintain a picture of what's happening around us, as far as we can see, in every direction. This includes the far distance, middle distance, foreground, sides and rear. In bends we need to keep our heads up and noses pointed towards the limit or vanishing point. For pilots, military personnel and others this is part of Situation Awareness.  

A few years ago I jokingly asked a British SAS soldier if he would take a bullet for the Cabinet Minister he was escorting. His answer was simple and illustrative, "We'd never let it get that far." In an advanced rider's vocabulary the word

suddenly does not appear. By learning to correctly Observe, Plan and Anticipate we will already have the answer to 'What's Next?'

* A hazard being defined as any real or potential danger and/or anything which will cause you to change speed or position. 

* Some of the text above is from Motorcycle Roadcraft, The Police Rider's Handbook - ISBN 978 0 11 708188 8 

Mike Moloney © 2015

Ode to the Aerostich

I’ve been using Aerostich gear for some years now. In fact, my original Roadcrafter two-piece suit from 1988 is still in use by one of my sons. Early in 2009 I purchased a new Darien jacket – described in their literature as “...outperform(ing) whatever you now wear.  It’s built for both hard everyday wear and the most extreme ‘no limit’ adventure and endurance riding situations.  Whether you are heading across town or out across Siberia, this is the toughest and most reliable single-layer Gore-Tex Cordura textile jacket we make.”

Tough and reliable it most certainly is but let’s go back to when I first took it out of the box. The Darien is the only riding jacket I’ve ever owned that could stand up firmly on its own from new. It probably would have supported a medium-sized house plant if I’d bothered to try. The manufacturer suggests an immediate wash to begin the ‘breaking in’ process (only a matter of months!). Good idea, after that first wash it would only have supported a small house plant.

In the past five years the Darien has seen extensive use in a variety of testing conditions and environments. It has come home caked in snow. It has seen temperatures as high as 38C (100F).  It’s been subjected to tsunamis of water.  It’s been to the top of a snowy Stelvio Pass and the middle of a hot Mexican desert. 

The aforementioned single-layer Gore-Tex™ construction keeps water on the outside. Even in near-monsoon conditions I’ve remained completely dry. When the mercury drops a selection of inner liners keeps me cosy and warm. When the ambient temperature rises to broil I simply open the vents and it flows air with amazing efficiency. 

What else? Nine pockets, some vast, help make this jacket my virtual office on the move. As a range of alterations are available on new garments I was able to achieve the right fit for me. Within certain limits repairs are also possible.

Downsides? Well, it’s not really what you’d call fashionable; its primary purpose is function. But that’s okay because I live on the roadway, not a runway. Nits?  Minor. Hook & loop closures (often referred to as Velcro™) are numerous and can damage the fabric on some lighter weight undergarments. Lastly, Aerostich gear is not available in shops. It’s mail-order only from Duluth, Minnesota. If you live outside of the USA you are subject to your country’s import duty and tax regimes.

How is the Darien holding up so far? A couple of years ago it was returned to the factory for a minor tune-up to re-seal a couple of seams and replace a zipper pull.  On our recent Baja trip over the Christmas holiday it faced its severest test to date, coming in repeated contact with several grades of local er, aggregate. After a wash (separate from the whites) it looks the same as always; ready for the next adventure.

Will I get another Darien? Most certainly. In terms of pure performance and value-for-money I’m not sure anything yet matches it. I have other jackets which are very good but the Darien is the go-to jacket for tours. It just flat out works; in all conditions. Besides, I want to confirm that a new one really will support a potted poinsettia. 

Mike Moloney © 2014

Four Horsemen of a Biking Apocalypse

"Motorcycling is not inherently dangerous. It is, however, extremely unforgiving of inattention, ignorance, incompetence and stupidity!" A. Nonymous

Last year a couple had a spill while on tour with us. It occurred on a smooth, dry road on a warm and sunny afternoon. The rider was seen entering a constant-radius bend at a speed well under the posted limit and at which the bend could be safely negotiated. He ran wide off the paved portion and gravel shoulder and ended up in some bushes. Given the temperature at the time - warmer than what we had been experiencing in the UK - plus the fact that he had taken lunch about an hour previously it’s most likely he simply lost concentration.

Fortunately any physical injuries – mostly to his passenger - were relatively minor and the bike was largely unscathed. The most serious damage appeared to be to his pride. He said he’d been riding for well over three decades without an incident.

He believed himself to be a good rider. Was he? Before we answer that let’s look at four words in the last sentence in the first paragraph above.

Did the incident happen due to inattention? The evidence would support this. Was he acting stupidly? Definitely not. He was carrying a passenger - his wife - whose safety he was very much mindful of. Were ignorance or incompetence factors?   Let’s look at that more in more detail.

Among the many words used to describe the term ignorant are untaught, unschooled, untrained and uninformed. 35 years ago it was enough to pass a very simple on-road test to gain a motorcycle licence. Ride around the block without falling over, come to a controlled stop without striking the examiner and presto, you’re good to go. See you again? Only if you do something really, really bad and a judge decides to suspend your licence. Which is not very likely. The vast majority of traffic convictions are dealt with by fines, not meaningful practical education.

So, a driving or riding licence is a permit to drive on public roads based on a one-time low common denominator test. Is any further training or evidence of ongoing skill development required to retain your licence? Nope. 

What happens after you’ve passed the test for a drivers licence? Before too long you begin to believe that possession of a licence means you’re a good driver or rider. How is this reinforced? Partly through confidence gained over time - basic control functions become unconscious actions - but mostly due to lack of consequence. “I haven’t hit anything” or “I haven’t had a spill” must mean I’m a good driver or rider. Nothing has happened to me. I must be good. Ignorance really is bliss.

Which all too often leads to the blame game. You hear this all the time. People who have had accidents will almost always tell you it was at least partly someone else's fault. "They shouldn't have put that telephone pole there!"   

The nonsense goes on. The ride or tour leader is “going too fast”.  "Car drivers are out to get us." "Where did he come from?" And my all-time favourite, "Loud pipes save lives." Really? Sorry, it wasn't apparent that someone else was in control of your bike.  

The fact is that those who play the blame game are all too often themselves incompetent. The core of the problem is that their self-belief and the reality of their competency are not in sync. Not only are they unwilling to admit there is something they could learn, for the most part they are unlikely to do much about it anyway. “I haven’t had any accidents (lately) so I must be good”. 

You are the only one in control of your vehicle. How is blaming others going to keep you safe? How is purposeful ignorance going to make you a more competent driver or rider?

So how does one become more competent? By definition if you will; by becoming less ignorant. The first step is to admit there is room for improvement and the next step is to take action and do something about it. You don’t have to play the blame game or suffer in silence. Help is available! Enhanced driving or riding courses are available.

How do we measure competence? With evaluation and testing. That’s how school works and while it may not be perfect we’ve yet to come up with a better alternative. Riding a bike is not at all like driving a car. They don’t steer the same, they balance on two wheels and they can fall over. When bikes fall over machines becomes damaged and people get hurt.

Riding for 35 years without any ongoing training is no different than reaching adulthood without a formal education. You don't even know what you don't know. Has your riding education progressed beyond a junior or primary grade? Could you pass an advanced driver or rider test? Well, you couldn't possibly know until an assessment was done by someone qualified to do so. 

It would be nice to have a dollar or pound for every less-than-competent rider who has said to me, “I’m thinking of doing that (taking training).” or "I've been riding for years. I know what I'm doing". And so, year after year the same fears and the same inadequacies, compounded by habit, continue to manifest themselves. Shoulda, coulda and woulda are words not normally used by competent advanced riders.   

Our man above - an intelligent, pleasant and well-mannered fellow - thought he was a good rider. He wasn't; self-belief and reality were at odds. In terms of riding ability ignorance and incompetence were factors in his spill.  Combined with only a few short seconds of inattention it led to injury and damage. Further to that, and this is truly regrettable, it completely soured any further relations we might have. 

Last year we had the great pleasure of seeing six Peak Riders take the RoSPA(ii) advanced riding test, the highest measure of civilian road riding available in the UK.  Five made Gold and one Silver. These people share some common traits.  They take full responsibility for their actions. They ride progressively and predictably and are in complete control of their time and space. They are always seeking to improve their riding. They are a joy to ride with. They will take a re-test every three years. 

Motorcycling is not inherently dangerous. We ride bikes because it makes us feel good and very much alive. The more you know the better it gets.

ii RoSPA - Royal Society for Prevention of Accidents (UK)

Mike Moloney © 2014