The 'System'

[tricky_micky]

The 'System' (UK Police Style)

Information
Position
Speed
Gear
Acceeration

(I know there are many of these, but I am now looking Police Style Trainig UK STYLE...and you have to admit, we are the best LOL)

Think about what I have posted, take it in and I will post further, but the 'System' is important.

Mick

[henryw]

Mick,
I purchased and read the UK police training book, "Motorcycle Roadcraft". It describes the System very well.
It seems to me that it makes a great deal of sense. Next season, I will re-read and reference the book frequently in order to improve my riding.

Cheers, Bill

[Carl_T]

Mick, I'm always hungry to learn more... and about differing points of view. I'll be eagerly following this thread.

[Littlejohn64]

The 'System' (UK Police Style)

Information
Position
Speed
Gear
Acceeration

(I know there are many of these, but I am now looking Police Style Trainig UK STYLE...and you have to admit, we are the best LOL)

Think about what I have posted, take it in and I will post further, but the 'System' is important.

Mick
It looks to me as similar "system" taught by the MSF in the beginners riding course;
Scan
Identify
Predict
Decide
Execute
(SIPDE)

[tricky_micky]

The motorcycle system creates a simple and repetitive method of riding which ensures that the rider omits no detail, leaves nothing to chance, and when perfected, gives the one ingrediant essential to safe motorcycling, and that is TIME TO REACT

The System of Motorcycle Control is a system or drill each feature of which is to be considered in sequence by the rider on the approach to any hazard. It is a basis upon which the whole technique of good motorcycling is built.

Note in the definition the word CONSIDERED! As the feature comes along in its sequence, if you do not think it is necessary to do it, then dont, but the feature has been considered!

Police Riding UK style....Information, Position, Speed, Gear, Acceleration.

The above definition would have to be learned word perfect by an officer as would the other definitions within 'Police Roadcraft' Reason, you have to sit a theory exam at the end of each course, as well as a Highway Code paper and mechanics paper, but the mechanics paper is an easy one, nothing technical about it.

Plus of course, you have the rides to complete. About an hour and half of almost perfection, and on the advanced course, at very high speeds unless the speed limit dictates, however, if a National speed limit is posted, then you go like sh!te off a shovel.

To finish off, you get a 'Chase' orientated test. Instructor takes off in a car and you follow, at a good distance because the instructors do occasionally slam the brakes on and if you are too close you are in trouble. It is not difficult, all they want you to do is to follow at a safe distance and keep the 'Chase' car in view until a car arrives or the helicopter gets to you. Once they arrive, the biker drops off the pursuit for safety.

Motorcycle riding is about discipline, using the system in sequence for every hazard helps to keep you safe.

I know we can go into observations and other topics, but, I could talk about observations for about 4 hours, normally do for some of our rider courses because observations are very important of course, but, that is for another thread!

Stay safe
:capwin:

[BC Rider]

then you go like sh!te off a shovel.

:capwin:


Mick - I didn't quite follow this bit of the Queen's english. :confused:

Is this a good thing or bad thing. Not sure if that means you get binned or you get to go faster.

[tricky_micky]

Mick - I didn't quite follow this bit of the Queen's english. :confused:

Is this a good thing or bad thing. Not sure if that means you get binned or you get to go faster.

In a nutshell, once you get to a National Speed Limit, if it is safe to be doing 140 MPH, question would be asked, "Why are we not doing it then"!

Bear in mind, this is a Police Advanced Course which has been over 3 weeks duration, and you have been riding for 8 hours everyday more or less. PLUS, you have already done 2 previous motorcyle courses that build you up, step by step.

Mick

[DataDan]

The book describing the system, Motorcycle Roadcraft (http://www.amazon.com/exec/obidos/tg/detail/-/011341143X/), is available from Amazon. I recommend it because it's a completely different perspective on riding than we get in the US from MSF. Not that there's anything wrong with MSF; I just think it's useful for an advanced rider to understand another approach to safe riding.

One technique presented in the book that I haven't seen anywhere else is using the vanishing point (or limit point) to dictate speed through a turn. The vanishing point is the farthest point you can see on the road ahead. Going across US50 in Nevada, it's miles away. But approaching a blind bend, it's where the pavement disappears around that big rock at the right shoulder.

The basic idea is to match speed through the turn to the progress of the vanishing point--as it gets closer, slow down; when it retreats, you can speed up. Nearing turn-in, distance to the VP will shrink. Decelerate, and continue to decelerate as it gets closer. At some point close to turn-in, the sightline will begin to open up. Roll on the throttle and maintain constant speed as the VP stays a fixed distance ahead. Finally, your view will open up fully, and the VP will quickly move far down the road. Again, match throttle to the VP’s progress, this time by accelerating as the VP jumps ahead.

[Medicine Bear]

Well, Dan, you and Tricky Micky have about got me convinced to get on Amazon and order the book. It's already on my wish list.

Fred :03biker:

[tricky_micky]

I have uploaded a couple of shots.

These frames were taken from a demo run I filmed last year with the on board video. It may be difficult to see, but the white arrow depicts the Limit or Vanishing Point being talked about.

6417 6418

First shot shows the approach position for the left curve. (UK Roads I am afraid!) As you can see, I have already gone through the first points of the 'System'. I have taken the information I have at the time, I have moved into the correct position, my speed is correct and I have the correct gear engaged.

Speed on the first shot was about 75MPH (I know, I was above the limit) and the gear selected for this one was fourth gear. I can see that the limit point is running nicely for me and I will hold the outside position as long as I can to continue with the extended view.

The next point of the system would be acceleration. At this point of the run, I am holding the speed steady. I am able to come off the position in the face of any opposing traffic, but at this moment, it is clear.

The second shot shows that I have taken up a position in to the nearside, again using Information, Position, Speed, Gear and I am holding the speed steady until the nearside verge begins to open up.

Sorry the white arrows are not very clear, but without uploading the whole DVD, it gets difficult to stop and snatch frame by frame. The DVD has two demo runs that I made with full commentary throughout, and is used on advanced rider courses to show what we would like them to be doing!

Hope this helps

Mick

[alfred]

I hate to be centered out as the Nothern guy, thinking snow instead of pavement, but the 'system' reminds me so much about skiing. Believe it or not, I think both sports have a lot in common. Just think about the perfect carving turn on skis. You observe the terrain, recognize your speed, initiate the weight shift/edge change, watch ahead for obstacles, weight shift and accellerate out of the turn to start it all over again.
On the hills I see quite a few intermendiate skiers start a turn, slide to scrub off speed, make a ****ty turn, and then wait on gravity to speed them up to do it all again. Sometimes riding with friends I notice the same thing. Too fast into the corner, brake lights, ( Oh sh**, now I'm catching up to them), and after they exit the turn they burn away towards the next corner.
Back in '91, I was riding my St through the Pocanos, and the road had no more than 1/2 mile of straight every 10 miles. I started "feeling" the road, like I feel the hill on skis, and after a while I looked down and was surprised that I was doing over 80 mph. Felt like I was carving the turns on pavement!
Every couple of years I take a ski lesson, just to brush up, fix some of my lazy techniques, I am now convinced that the same must apply to riding skills.
Alfred

[Burger]

I've got to say the vanishing point is so obvious once you learn about it, but not something generally considered before you do. Once you learn about it, it makes your powers of anticipation and control much better. Probably not a lot of use on long straight roads in the US :)

I was taught about it on a Bikesafe day last year and in a couple of weeks I start my training for my IAM test later this year. To say I'm looking forward to it would be an understatement.

I've read Roadcraft and the IAM book which both follow the same theme and there's a lot of common sense in both. For me probably the biggest and hardest thing to learn is that when you have a near miss, don't immediately blame the other person but rather think about what you could have done differently. Sure, the other persons lack of skill could have been the trigger, but why were you in a position where their lack of skill could affect you? Tough one eh? :)

OK... not having been here for a few weeks... 1 down, 4152 to go lol.

[Carl_T]

Where'd Micky go with the System info? I was looking forward to reading a bit about it.

[tricky_micky]

Where'd Micky go with the System info? I was looking forward to reading a bit about it.

Carl and the rest of the crew.

Sorry about the lack of!

Just starting a new rider season and I am up to my neck with the business side of things as well as having to go out on the road and do things myself.

I promise, I will get on with it, just let me sort the problems we have with the Ministry of Defence whom we do work for, and our local County Council who do not have a bloomin clue about advanced motorcycle training, and they want to put biker days on as a training day.

I willlll be back!

Mick

[Carl_T]

Look forward to it Micky, hope all goes well.

[SteveST1300]

It sounds like SPA Scan Plan Act:03biker:

[tricky_micky]

We are back and flying, got the contract with the Ministry of Defence, so I can take it up again and perhaps explain the 'System'

I have read other posts and what our Police System sounds like, and all are variations of what we use.

As far as I am aware, the UK Police Force are the only Police Force that actually carry out all training on the road at very high speeds, however, I will always stand corrected on that one.

So, let us disect the 5 points of the System:

Information
Position
Speed
Gear
Acceleration.

ALL of these points are considered on the approach to ANY hazard, and they are considered in sequence, which means that it is a methodical manner and is designed for the riders safety and no one else.

INFORMATION

We gain information by using our naturel senses. Sight, smell, hearing, feel and taste.

As we approach a hazard (junction, bend, hill crest, traffic island etc) we first use our sight. We look at the hazard we are approaching, you also look at any cross views that you may gain such as looking at other junctions coming into traffic islands or looking across hedgerows to gain as much information as to any impending danger. We also look past the hazard if possible in order to work out our best line of leaving the hazard safely.

We also use the rear view mirrors in order to inform us what is happening behind as well as in front. We gain as much information as possible.

POSITION

After taking in the information, we must now position the bike so that we enter the hazard safely, with as much 'Safety Bubble' around us that we can get.

SPEED

Once we have the information and have positioned the bike accordingly, we must now reduce speed accordingly on approach to that hazard so that we can negotiate it safely.

GEAR

Once we have reduced the speed, we must now get the gear appropriate to the hazard we are approaching. What we must bear in mind is that the gear we select will be on that we can accelerate out of the hazard if it is safe, or to stop more readily if necessary, using that gear we have selected.

ACCELERATION

As we negotiate the hazard we can accelerate out safely having regards to the existing road and traffic conditions.

Those are the basic five points we use. I have not gone into using the system on apprach to bends or anything else, I have just left it open as to how the system is used on approach to any hazard.

I am covering the system in the basics as I could talk about 'Observations' and other subjects which will be in following topics.

Just think of a simple left turn in the US, using that system.

On approach to the turn, we gain as much information as we can by what we can see in front of us and behind us.

As we approach the turn, we can see ahead, we take into consideration the speed limit we are at, the road surface and weather conditions. We try to look and get 'Cross' views into the junction we are turning into etc.

A check on the mirrors reveal that there is a vehicle behind (information) so now we bring into the other aspect of TUG (take information, use information and give information)

On approach, due to the information gathered, we would go mirror checks and rear left shoulder check. That gives information to the driver behind that we are about to do something. So now we tell them what we are gong to do, and that is we put the left direction indicator on.

At this point, traffic permitting, I would normally be travelling at the speed limit in order to keep a nice flow of traffic going. Now I need to alter my position. I would do another quick left shoulder check in order to make sure it is safe for me to move to the crown of the road.

Once out into the crown of the road, I need to bring the speed down of the bike in order to make a safe turn. Still taking into consideration the road surface, weather and traffic conditions.

Now I have gone through the Information, Position and I am going through the Speed part of the system. Once I have got the speed down to a safe speed in which to take the turn, I select the appropriate gear and then bring in stage 5, and that is to accelerate out of the danger zone as quickly and safely as possible, after I have completed a 'Lifesaver', which is the last look before leaping and turning into that junction.

I have tried to keep it simple in my explanation of using it on the approach to a left turn. When turning right, we would go throught the same sequence except for a right turn!

I dont have the space or time to go into it any deeper, but I teach this to all advanced students I get. Most have seen this system as they go through their bike training in order to get their full bike licence over here.

On advanced courses, I bring the rider back to basics. Once they get back into this system, I take them the next step which is to 'Consider' them in sequence, and if you do not think they are necessary, then do not do it, but at least it has been considered!

British Police Forces teach this system no matter what. No excuses, that is the Bible and you can find it all in Police Roadcraft which some have posted, can be bought from Amazon etc.

Please, bear in mind I am only touching the surface. A Police rider here in the UK would learn and ride to this system on the Standard Motorcycle Course, it will then stand them fast for the Intermediate course and the Advanced. The difference between the standard and advanced course is SPEED!

You get the standard course first and you learn the basics, the System included. You are taken out under instruction on the standard course, maybe on day 4. The first 3 days are going through the system and other topics including basic mechanics etc. You go out for the first day which is perhaps day 4 and the instructor is doing an appraisal of your riding.

A speed limit of 70 MPH is normally set for the lead rider because riders 3 and 4 are playing catch up! Rider 2 is the instructor.

The intermediate course is exactly the same as the standard because the system and principals are the same. However, on week two of that course, the speed limit for the lead rider goes up to about 80 or 90 MPH

The advanced course uses exactly the same principles of the system, but the speed limit of the lead rider is now set at about 100 MPH because the others are probably doing 120 MPH or more in order to catch up.

What I am trying to get at is that the principles of the system are used throughout the courses, and are designed for the riders safety and no one else.

Pretty simple really, but this System HAS to be mastered before you go any further. I will talk about positioning for bends etc later, plus, the all most important of all is, OBSERVATIONS.

The advanced Police course in the UK is a lot more involved, I have just tried to keep it simple.You want to really learn this method, pay my air fare and I will come over and teach it LOL :D

Open to questions on the 'Sytem' before I go to observations.

Mick

[Carl_T]

I’m glad to hear you are good to go on the contract. :)

I’m also glad to see you had enough time to write a bit on the subject, thanks.

I take position to be “bike position,” “rider position,” and “position of other vehicles.” Is this right for the system, or does it only relate to bike position in relation to the upcoming situation?

Could you mention if you advocate 1 or 2 shoulder checks? I assume you cover the danger of doing a shoulder check while following too closely to another vehicle also. The "lifesaver" or last look before committing is something that can save your bacon for sure.

I can relate to each of the points for consideration in the basic parts of the system strongly. I'm curious if your advanced courses go into detail about such things as throttle control, brake control, mid turn evasive maneuvers etc. (I don't mean to ask you to write about the details, just wondering if your advanced courses include going into them).

I’m also a bit curious, where do you find the space or place for the speeds in your advanced courses?

[tricky_micky]

Carl and others interested, all valid points in your questions.

Our Police Courses take you through all aspects of riding, stage by stage, and the first thing we must learn is 'The System' and all of the 5 points, as well as being able to put them into practice.

Now if we look at POSITIONING, I am not talking about for bends and other situations, but, we also talk about the 'Safety Position'!

The 'Safety Position' is for a rider to think about, and it is defined as:

The safest place for a rider to be, having regards to the existing road surface, weather and traffic conditions.

As we all know, this changes all of the time as we make safe progress, so this must be going through a riders mind, where should I be, I have to make a 'Safety Bubble' around me because as motorcyclists, we do not have the safety factor of a tin can, air bags, side impact bars or whatever, as a rider, you must make that safety bubble by positionng your bike accoridngly.

On a motorcycle we have two advantages over the sardine tins, we can normally see more because we sit a little higher, and we have the monouverability to gain our view.

We can now put this into practice as we ride. Scenarios are a 40 ton artic coming towards you, we must ask ourselves, where is the best place for us to be as a biker, to me, that is in towards the nearside as far away as I can get. We now have children on the sidewalk, where should we be, well away from them so we gain some reaction time should they step out. Put them together, 40 ton artic coming towards you and kids on the side of the road, I am going to place the bike middle for diddle in order to make my safety zone.

So that is how we look at the 'Safety Position', and this changes all of the time as we make progress. As a rider, you should be thinking of this and riding accordingly. Positioning for bends etc is a topic in it's own rights, but the 'System' still works.

So, if you are approaching a hazard, be it traffic island, junction etc, the five points of the system come into effect, and the positioning part is according to the hazard you are approaching.

See next post

Mick

[tricky_micky]

As we go through the 'System', particularly for right or left turns, we do consider shoulder checks.

Remember TUG, take information, use information and give information. Now if we were going to make a left turn (US Style) we would go right mirror left mirror and then rear obs on the left shoulder. This does a number of things, if you have someone following, by doing the mirror checks, you are Giving Information by telling them you are about to do something.

Now, the shoulder check goes deeper. Thru the system we must think what comes next, well the indicator of course. The shoulder check covers a couple of aspects, not only is it a positive indication to road users behind that you are about to do something, but if there was someone lurking in your blind spot that you have just picked up in your peripheral vision, and they are trying to overtake you, the last thing you want to do is to put your direction indicator on until they are at least alongside of you. So you wait a fraction of a second before indicating, it is a lot safer because if you indicated to early, it may put them into a tizzy so they may brake, swerve or whatever, which may result in causing you, the rider, some injury.

To put it bluntly, the 'System' was designed for the riders safety ful stop. I have taught it to everyone I come across, and it works. I know, as we become more efficient in our riding techniques, some parts are considered and left out of the system.

After all, the 'Life saver', if someone has just passed you travelling in the opposite direction, why do a 'Lifesaver' because is there were anyone there about to overtake you, they would have just met the last vehicle head on!

Once the turn indicator is on, we then make another check on the shoulder to make sure it is safe to make the move to position for the turn

[tricky_micky]

Carl and others interested.

To go further into the realms of Police Advanced Riding UK style, to answer your last questions, we have a number of topics that cover each and everyone one of them. If you can ever get your hands on a copy of Police Roadcraft, in particular a version from the late 1970's, you will know where I am coming from.

You asked about accelreation and braking etc, well believe it not, there are definitions for acceleration sense, rules of braking, rules of speed, rules of overtaking, the ten commandments and so on, hence my first posts regarding the 'System'. That would be your first priority to get sorted and the rest follows, maybe now one might understand why it takes so long to get to be a Police Rider in the UK.

Not only do you have to understand all aspects, you must be able to put them into practice on the road. There is a plus, you will also get a theory examine of your knowledge of Roadcraft! There is also an off road section where you have to ride the machine over an obstacle course, believe me, that is damn hard work. I have seen the threads and posts about the US riders and I take my hat off to them, but the obstacle course here is realy **** hard, believe me I have lost weight thru sweat and tears on it LOL.

So, hopefully, I will follow up with the other parts of andanced riding UK style, but hopefully, we are up to date with the 'System' which is a major part.

Mick

[tricky_micky]

Police Training Speeds

Here in the UK, to get onto a Police Advanced Motorcycle course, first off you must be a Police Officer. You will have gone through the process first of the Police Advanced Driving Course in a car.

So in other words, before you go onto Police Motorcyles, you must have gone thru the Police Car courses. The car courses are very similar, the first course is a Standard Driving Course followed by an Intermediate Course and then onto the Advanced Car Course. So as you progress through any course, this 'System' is built in because it is the same for cars as it is for bikes.

When you get to the advanced car course you think that is fast, ****e, think again bro, when you get onto the advanced bike course, it really is scary! (Thankyou God for getting me where I am!)

Advanced car course is cool, you have to be bloomin good. No jerking on gear changing at any speeds including 100MPH plus, the advanced test consits of a Motorway run, mine was in a Jaguar XJ6 at the time. Out I went, made way to the M6 motorway and perfik, absolutely crystal, then on the motorway, up the speed tp 100 MPH plus and giving a full commentary of my driving. Came off the motorway and back in to headquarters.

I stoped the car and the examiner just turned to me and said "Brilliant, go get you grade one"

I got out of the Jaguar and imediatly jumped into a Ford Granada for my Country run. Those were the top vehicles at the time, and I knew I had to perform! Out I went on my country run with the Chief Examiner of the driving school. I had to do a running commentary for most of this drive, but for Police Driving Schools, they are exempt from all National Speed Limits.

I went out and gave my best. I will never forget one of the examiners comments as I came to a left hand bend, it was a slight left hander and I was flying. All his comments were was that I was going so fast I had nothing in hand should anything happen or be untoward. I have never forgetten that comment, and he was correct.

I came back in, went out on the town run and passed with flying colours.

Some years lapsed before I went on the bike courses, but much the same as the cars, we went through all of the processes.

ALL training is done on the Public Roads, be it car or bike. I thought the car courses were fast, but when you go thru the Police Bike Courses, it really brings it home.

They are hard work, I have never been drained of everytihng in my body until the advanced police bike course, I was totally and utterly trashed every night

Because it is a UK Police Force in training, the government allow high speed training on the public roads. They have to obey restirctions of 30 areas, 40 and 50, but once you get to a National Speed Limit, you go like stink if it is safe to do so. The comments from the instructors are such that "Why are you only doing 138 MPH, can you go faster because I can!"

That is just a samll element of the training a Police Officer has to go thru in order to get in Police Motorcycles

It is rewarding, it is fun, you are part of an elite group, but it is also dangerous!

Enough said, I will comment regarding the acceleration bits, braking ets as time goes by.

Have a good one.

Mick

[Burger]

I am confused. I know you have been the police officer and I haven't and that having a cousin as a traffic officer doesn't count for much... but... One thing I know for a fact is that it is illegal in the UK for ANY vehicle including police vehicles to be travelling over the national speed limit unless it is on an emergency call.

Now here you are telling us all that the police effectively have no respect for the law. If any other road user was caught travelling at 100mph+ you and I both know they would almost certainly lose their licence and the defence of I was practicing your honour, would carry no weight whatsoever.

I would genuinely like to know please under what exemption this blatant breaking of our laws is permitted.

100mph+ staged chases on public roads? I find that extremely concerning no matter who is training the driver or rider.

I am not questioning the skills of well trained police drivers and riders who have an apptitude for the training and experience they've received, so please don't think that. However, not that you have suggested it, I would dispute no one else can learn to drive or ride as well as the police because they can't complete the same course. As you know, I am extremely keen to improve my own riding skills and while I wouldn't for one second imagine I will ever ride as well as a police rider there is absolutely nothing wrong with striving to reach and even exceed that standard.

And, just so there really isn't any misunderstanding please also know that I have the greatest respect for the police and the laws of our land. I think the police do a thankless and extremely challenging task under pressures that most of us can't even imagine and all for very little reward. I am grateful for each and every one of them.

Thanks,

[tricky_micky]

Dave

All Police Driving schools such as Hendon etc, are Home Office Approved, and whilst undergoing Police Driver/Rider training, the schools are excempt from National speed limits. That is a directive from the Home Office, full stop, no arguments, that is set in stones so to speak.

Whilst under training, speeds are increased as the course goes on. You do not jump on a bike on a standard course and go 100 plus! A limit is imposed by the instructor, so for the first couple of weeks, the speed limit may be 80MPH, and then moved up a notch in the third week.

This goes on through to the advanced bike course. Police drivers/riders go through high speed training for obvious reasons, sometimes you have to get to places pretty damn quick, of course, without risk or injury to yourself or anyone else.

Now, for normal patrol work, then there is no excuse, all speed limits should be adhered to unless of course on a blue light job.

Mick

[Carl_T]

Now here you are telling us all that the police effectively have no respect for the law. I truly don't think this is a situation where that fits at all. First Mick has mentioned it is the law that training be allowed at higher speeds than the speed limit.

Second and even more importantly though, I'd sooner have an Officer involved in a high speed chase on the street, be well trained and observed during training by qualified instructors in the exact same type of conditions in which the Officer will conduct a chase on their own. A closed course is VERY unlike driving on the street.

If an officer was trained for high speed on the racetrack or closed course alone, he (or she) would be left with the trouble of trying to learn to do those speeds on the street completely on their own, during on the job training. If they are in an actual high speed chase on the job, there will be more for them to think about than the driving only (possible upcoming altercation with a possibly armed suspect etc. etc. etc.). Learning under those conditions will be decidedly compromised due to split attention, and there would be more potential for hurt civilians due to the lack of Officer training in real world conditions under adequate supervision.

The public and the Officers will be safer with Officers actually trained ON the street than off.

I appreciate your answers to my questions Mick, and look forward to whatever else you might write on the subject when time allows.

[Burger]

Carl,

I didn't mean my question to be seen directly as criticism of the practice taking place. I fully agree and understand that they couldn't get real experience on a race track or disused airfield. However, while I also accept the standard of training is extremely high, as are hopefully the capabilities of the trainee driver/rider, practicing high speed pursuits on the public roads carries an extremely high level of risk and responsibility.

As someone interested in becoming as skilled and safe as possible on my motorcycle, I can assure you I am following and learning from Micks posts with a great deal of interest. Like you, I look forward to the next installment.

Regards,

[ajpags]

As for the best in the business, some of these guys would have to be up there...

http://www.youtube.com/watch?v=lqHfQm2t2kg

Enjoy...
Pags

[tricky_micky]

Hey Pags

Seen this one and there is also one of the US Cops doing an obstacle course. I take my hat off to them as it does take a lot of skill. :bow1:

We had an obstacle course used for the motorcycle courses, and boy that was hard. The slalom was as tight as a Camels backside in a sand storm!

It was all to do with slow speed manouvering, balance, clutch, throttle control and back brake.

We had to do the obstacle course on the bike we were riding, be it a BMW K1100LT or the ST1100. The entrance to the course was over a small hump that had two oil drums each side, and it was barely wide enough to get the bike thru with the panniers being so wide.

As you went over the hump you had to go hard left in order to start the slalom. The surface was concrete on the course and had quite a few Potholes as we call them over here.

You had to wind your way thru the first part of the slalom and as you came out at one end, you then had to take the bike over a very slippery muddy section, again, it was tight and there was no room for error. as you came round the off road bit, you then came back into the slalom section to go back up towards the gate or hump where you entered.

The last pole was a *****. Big crater as you went round with full right lock on, as you get so far round you had to go from full right lock to full left lock in order to get back thru the gate and out of the section.

Did I lose some weight on the obstacle course, I sure did. :shtf1: It took me ages to master it, it really was down to low speed control, and at some points, you would have the bike standing still with full lock on, wondering what the heck to do next :eek: LOL.

I wish I had a video of the set up and someone going round the course, you would appreciate it even more because seeing is believing.

To top it all, the obstacle course was part of the advanced bike test at the end of the course. I remember it well and will never forget it, great fun but damn hard work! LOL :)

[ajpags]

Really makes you understand that in order to effectively steer a motorcycle, you NEED to use the handlebars doesn't it?

;-)