Ted Laturnus is an automotive writer for the Globe and Mail in Toronto, Canada. Compared to the quality of writing on your typical motorcycle forum, his account is very well written, with a wisp of doomsday humour thrown in to break the tension. While I give him no sympathy advantage because he is a journalist, the account of his crash is no less instructive to car drivers and motorcycle riders. GWS, or “Get Well Soon”, as we say to fallen riders. It took over three years for Laturnus to be able to write about his crash, and this from an automotive journalist. A concussion, right knee and calcaneous (heel bone) shattered, permanent limp, recurring vertigo, chronic headaches, and over three months of rehab was what he received. She received a $125 ticket. Do you see the inequity of justice here?

Riders on the more intellectual motorcycle forums welcome crash reports. We pour over and sweat the minute details in order to tease out possible causes and lessons learned. Contrary to popular belief, motorcycle posters are not hellbent and have a death wish for riding a motorcycle. Motorcyclists come from all walks of life and geographic location. Riders are people and cannot be categorized simply because of their choice of transportation.

In a motorcycle crash report many people immediately blame the car driver, but just as many are first to blame the rider, even when they acknowledge that the rider was not at fault and had right of way. The rider’s protective gear is questioned. Was the rider sleep deprived, or stressed due to something emotional happening in his life? Was the rider drinking or doing drugs? Sick and under meds? Pics of the crash scene are welcomed. Photos of the gory aftermath of the crash, both the damaged bike and parts, as well as medical photos of the blood and guts are also welcomed. Motorcycle riders are not so sensitive to the politically correct. Even if there is only a sliver of blame attributed to the rider, s/he will be taken to task. Riders that ride recklessly and have then crashed are told outright they are dangerous riders and need to smarten up or there might not be a next time.

Why do motorcycle riders blame their fellow motorcycle riders who have crashed, even when there is clear agreement that the car driver is at fault? The answer lies in self-preservation. It has been well documented that for motorcycle-another vehicle crashes, well over 80% of the cases are caused by the car encroaching the right of way of the motorcyclist. Even an unintelligent newby rider will find this out very quickly on the road. The car driver makes a mistake, or purposely runs a biker off the road, and the motorcycle rider pays the steep price of recovery from injuries or death. As quoted in David Hough’s Proficient Motorcycling, a father asked a junior rider in hospital, leg broken from a crash with a car, “How could you let a car do this to you”? Ideal crash analysis results in any possible steps a rider could have done to avoid or lessen the incident.

With this perspective in mind, riders seek to understand what strategies they can follow to avoid getting smashed by ignorant drivers. Because a motorcycle is much smaller than a car, riders can take a proactive approach to their own safety. Strategies can include not riding in a driver’s blind spot, wearing reflective gear, using fellow cars to block a threatening left turner, traveling above the average speed of traffic, lane splitting, and so on. The number of strategies seem endless. Some strategies are clearly illegal, but when your health and safety is on the line, any strategy that keeps you safe is better than a legal one that will kill you. This is one of the main benefits of participating in a motorcycle forum: learning and practicing strategies an average rider can use to stay alive.

Riding a motorcycle requires 100% concentration on surrounding drivers, the road surface, the weather, your bike and your state of mind. Always staying alert is very tiring in heavy traffic. Getting stuck in a traffic jam when other drivers start to get mad is quite dangerous. Close to home the danger does not decrease. It is human nature that given sufficient repetition and in a familiar environment, a repetitive task can be done in autopilot. We have all done this before: You get to work or to a grocery store in a fog, not knowing your specific route and not recalling the trip, but you have your car keys in your pocket so you must have driven your car. Do this on a motorcycle while returning to your house and you might miss a car that ran a stop sign and end up severely hurt. This is a common occurrence.

Retribution is also a common topic on any motorcycle forum. It is very difficult to keep a cool head when some has just tried to kill you. Some US riders carry guns in order to protect themselves. Any car can become a weapon to hurt a rider, no matter than the driver is a soccer mom in an SUV, geriatric with fading eyesight, a sleep deprived white collar worker, or the distracted young female that nearly killed Laturnus.

Driver distractions are deadly to a motorcyclist on the road. Cell phone talking drivers are especially dangerous to riders, yet surprisingly there is often no consensus to this on a motorcycle forum. As stated before, motorcyclists are people too, and also drive cars. While riders acknowledge that cell-phone talking drivers are plentiful, are a threat to them on the road and can kill them, many riders believe they are better than the average driver and can easily multitask and talk on the phone while they are at the wheel. Ironic is it not? Do as I say and not as I do. The attitude of motorcycle riders can be as selfish and self-serving as a typical driver because they are a typical driver, but with better driving skills and not necessarily better multitasking skills. Even more asinine is that some motorcycle riders ask how they can use their cellphones while riding their motorcycles. As we say on motorcycle forums, these are future Darwin candidates that will remove themselves from the gene pool.

Now that Ontario, Canada has banned mobile devices in cars I have sen a marked improvement in driving. This is better for motorcycle riders as well as everyone else on the road. Yes, there are still scofflaws that flaunt the law and they still drive badly and dangerously. Vigilance and enforcement is still required.

Most troubling is the fact that drivers that maim and kill motorcycle riders state “I did not see him”. Driving requires you concentrate on what you are doing so that you do not inadvertently hurt others.

All this because an empty-headed young female driver was too distracted to notice a motorcyclist. She swears she didn’t see me. I’m pretty sick of hearing this pathetic excuse. She saw me, clear enough, but decided that, somehow, it would be OK to cut me off, that nothing would happen if she completely ignored me. How could you not see a bright purple and chrome, 400-kilogram motorcycle with three driving lights?

While you might think that a motorcycle forum can be brutally truthful to the crashed rider, and it is, there is also lots of support. Medical advice that deals with surgeries, rehab and recovery, first-aid is also provided. Legal advice in order to sue the driver, and dealing with police unwilling to charge the driver, is also given. Offers of how to repair bikes, how much, where to get spare parts are also provided. Brutal honesty aside, forums do help fallen riders build themselves up again.

Once a rider has crashed there is always the hesitation to ride again. On this topic the riding community is divided, most leaving the decision up to the fallen rider. We all know that riding a motorcycle carries a much higher danger factor than driving a car, but the benefits of riding a motorcycle also far outweigh simply sitting in a car. Each rider makes their own decision, or “Ride your own ride”.

Motorcycle riders are have the knowledge to be safer drivers than the average Joe. They hone their skills on the streets, where a lax moment daydreaming might mean a trip to the hospital. Still, riders are human and humans are not perfect.

To all the car drivers in the world, and especially in Scarborough and Toronto, Canada, pay attention to your driving. Do not run over nice people like Tad Laturnus because you were daydreaming. Ditto for young kids at crosswalks, cyclists and pedestrians. In-car distractions are becoming more prevalent while human physiology has not markedly improved. Rather it has regressed. I see proof daily in Scarborough and Toronto.

Kite flying is a favourite pastime of our family. It is so unfortunate that kite flying at Milliken Park, Toronto, Canada, a very large park near our house, has recently been banned. Kite flying is very kid and family friendly, but has been spoiled by people that come from different cultures. South East Asian (India, Pakistan) and Afghanistan kite flyers in their country use metal wire and glass coated flying line to cut the lines of competitors. They are importing and illegally using this type of line here in Toronto, Canada. They then leave the lines as garbage. Kids and adults using the park get cut up from these types of lines. It is certainly a safety hazard.

The few that spoil it for the majority should be punished. Representatives from these minority groups should spread the word that glass covered and wire kite lines are illegal in Canada and should not be used. Kite flyers should also clean up after themselves. Local parks are for all to use, not just for kite flyers.

I could not be happier about this ban. I certainly wish it didn’t need to come to this, but clearly there is no other way. On April 19th, 2010, my (then) 3 year old son and I were out for a walk. We were on the sidewalk adjacent to the park when my son stepped into a loop of string on an abandoned kite. At the same time that he stepped into it, the kite was caught on a moving car. Luckily the car was slowing as it came to the intersection at Middlefield and Steeles, but it was still moving fast enough to cause the string to slice through my sons pants, sock and flesh. As I have no vehicle, I was forced to call an ambulance to take us to the nearest hospital. The wound took over a month to heal, and my son (now 4 years old) has a nasty scar and is absolutely terrified of kites AND Milliken Park. Hopefully with this ban, we can begin to use the park again. It’s been a long summer without the use of the park that we live right across the road from.

LiamsMommy

MOTHER CHEERS BAN
Liam Forbes is terrified of kites. And his mother is furious with kite fliers.

In April, Liam, then 3, was walking home from Milliken Park with his mother when something grabbed his left ankle. He crashed to the ground and was dragged a few metres, feet first.

His mother, Lauren Forbes, reacted quickly and untangled the boy. The cause: kite line. A loose kite had floated to the street and its nylon line sliced through Liam’s pants and sock before gripping his ankle, Forbes said.

Broken kites and metres of tangled line, the aftermath of kite fights, are found on the ground, in the bushes and trees at Milliken Park — the principal reason the city has banned kites there.

“I think the ban is a great thing,” Forbes said. “I know I’m a little biased, but it’s common courtesy to clean up after yourselves.”

Doctors told Forbes stitches weren’t needed because the string cauterized Liam’s blood vessels, effectively burning the cut closed.

Liam limped around for a month and his wound required cleaning and dressing twice a day. That was an inconvenience. The real problem became Liam’s fear of kites — and the park. “He freaks out if he sees a kite now. He won’t even go near one,” Forbes said.

Liam will only venture near the park if he’s wearing his rubber boots so his ankles are protected. The family used to fly their kite at the park, but it now rests under the stairs.

Toronto Star

Afghan Kite Flying in Afghanistan. Here in Canada do not use glass covered or metal kite line. They are illegal and dangerous.

I have been cut TWICE in that park. Once by string with pieces of glass on it, the other time by a really fine but hard wire.

chrix

You guys have no idea what the problems are

Do you guys even live in the area to understand what the problems really are? The problem is that kite flyers tend to cut other kites off which then fly off to far flung area with the strings. These runaway kites are the targets of loafers who run after them in streets of Markham, grab the kites and leave the plastic strings all over the place. I live in Markham right next to park have seen my property being over run several times. I have lost two grass cutting machines due to strings left in my backyard, have seen kids fall off their bike because leftover strings entanglement, have rescued three wounded sea gulls whose wings were entangled in the strings. Hoodlums running after the kites endanger their safety as well as those of other drivers. The problem is not kite flying, it is the utter carelessness of those who fly and engage in sporting battles to cut others lines off. Please drive on Steeles between McCowan and Middlefiled and see for yourself how many webs of plastic stings are stuck on utility poles,

Toofan

Few bad apples spoil the fun.

I work near this park and I can tell you first hand that there are a lot of people that are not cleaning up after themselves in this park. Have had 3 instances this summer alone where we needed to call the humane society to pick up injured birds tangled in kite string. Its too bad that some of these people have ruined it for everyone else, but I wont miss the kite string littering the area.

spicoli

I frequently walk at Milliken Park and have been tangled up in discarded kite line. It is not pleasant and is a safety hazard. In another local park by my house I have met two kite flyers from Afghanistan who used glass covered kite line. Once their kites were lost they simply walked away, leaving the dangerous kite line on the school grounds. This kite line then got caught in my bicycle wheel.

If this is the attitude of the South East Asian and Afghan kite flying community, then Canada will certainly ban kite flying in Toronto. Unfortunately this penalizes all local kite flyers such as myself.

Race often comes up when discussing the ban of kite flying in Toronto. New immigrants are very welcome to Canada and to Toronto. If a new immigrant has a cultural norm or pastime that they did back in their native country they are welcome to practice it here in Canada, but not at the expense of the safety of fellow Canadians. Using glass covered or metal kite line is both illegal and dangerous. Expect a backlash against such practices here in Canada. You come to a new country you follow our rules. If one of your cultural norms hurts fellow Canadians this must stop.

Addendum May 23 2011: Motorcyclist (companyman) traveling on Baview and Rosedale Valley, Toronto, Canada suffers neck lacerations. This may be caused by kite string. This location is just west of Riverdale Park. Wind conditions for the last few days have been ideal for kite flying.

Motorcyclist riding on Baview near Rosedale Valley, Toronto, Canada suffers lacerations. These may be caused by kite string.

Addendum August 28 2011: Yet another motorcyclist had his neck sliced open from loose kite string. He was riding north on Warden St and St. Clair Avenue. The kite string just narrowly missed cutting his jugular. This location is just west of a large TTC parking lot for commuters, which has the capacity of 700 cars. The wind was WNW 50 kph, from Hurricane Irene, and provided ideal kite flying conditions. Hopefully the parking lot had cameras.

Motorcyclist Humayun Kobir had his throat sliced open from a kite string, Toronto, Canada 2011. Why do kite flyers need to use fishing line to fly kites, and then not clean up when they are done?

Leather gear is very protective, offering the rider both impact, with armour, and abrasion resistance. Use by professional sportbike riders is a pretty good endorsement for its utility. Unfortunately leather, like anything else, has its disadvantages, two of which is weight and that it is hot to wear. While we cannot do much about the weight issue, adding small perforations to the leather will allow increased air flow and cooling without compromising protectiveness. While perforated motorcycle gear is popular with the summer rider, it is expensive, even more expensive than non-perforated gear. I’ll cover a possible method to perforate your own leather gear.

Some methods of piercing leather will not work. These include: using a drill, safety pin, finishing nails, golf/football shoes, shotgun, falling off bike and others. You don’t want to rip or otherwise destroy the leather. The perforated hole should be round and in a uniform pattern throughout the area. The greater the density of perforations the better the cooling but the worse the integrity of the leather.

Cooler than leather better than mesh: perforated leather

There are limits to DIY perforating your own leather garment. Factory perforated garments start with leather already perforated, so when they sew zippers and seams all the leather used will be perforated. DIYers cannot do this because with multiple layers of leather the seam will be too thick to perforate and would unduly weaken it. DIY perforation is therefore limited to open areas, where you can access both the front and back portions of the leather section.

Punching a hole into leather is pretty easy. You put the cutting board under the leather, take a leather punch, align and hit it forcefully with a hammer. Since motorcycle leather is between 1.2-1.4mm, leather thickness is not an issue for any leather punch. Osborne and others have commercial punches available but they are difficult to find and expensive. The Osborne Ventilator Punch costs $82US.

Useful tools include:

• A set of individual hollow tipped leather punches. Multi head punches on a wheel will be limiting when trying to perforate the middle of a leather section.
• Hammer, preferably rubber
• plastic cutting board: An old one is good.
• Some method of aligning holes: I am thinking of a graph paper grid in transparent plastic, available at art stores in 8.5″ x 11″ sheets. They have different densities for the graph paper, so find one that you like
• small needle

Here’s my method. Lay the plastic cutting board on a solid table. Put the leather garment on the cutting board. Align the graph paper plastic sheet on the leather and using a needle make small holes where you want a perforation. You should be able to see the needle holes in the leather. If you have a larger area than the sheet, do one section first, then move the sheet, aligning some of the holes to the edge of the plastic sheet and repeat. Remove the plastic sheet. Take a hollow tipped leather punch of your choice and punch a hole in one of the needle holes. Repeat as required.

I do not think there is much more to perforated leather than this. You could take a look at commercial perforated garments and see how much and where they perforate. The whole garment need not be perforated. If an area is covering armour there may not be a benefit in perforating this area.

Related links:

http://www.midcontinentleather.com/p-84832-ot-622-punch-ventilator.aspx

http://www.sportbikes.net/forums/general-sportbikes/316875-anyone-know-how-perforate-leather.html

http://www.600rr.net/vb/showthread.php?t=30014&highlight=punch

http://vansonleathers.com/product_pages/jackets/veo4_perf_veo2.htm

Here are a couple directed at drivers:

Utah Department of Public Safety: Bikers make Lousy Speed Bumps

Utah Department of Public Safety: Cars have Bumpers, Bikers have Bones

Here are a couple directed at motorcycle riders:

Utah Department of Public Safety: Road Rash is Preventable

Utah Department of Public Safety: To Cars and Trucks You're the Bug

Utah Department of Public Safety: It's Born to be Wild, not Crazy

These photos and examples are collected from various motorcycle forums. All photos are linked to the original posters. I wanted to collect all examples so that photos of crashes in mesh gear are all in one place and we can compare mesh outcomes.

Cooler than leather better than mesh: perforated leather

Material Choice: Leather With so many choices gear is not easy to purchase. Here’s a summary. Thick leather with armour gives you the best impact and friction protection, lessening the initial impact and subsequent sliding and road rash. Look for 1.2mm or thicker cow. Fashion leather, typically sheep or less than 1.0mm cow will wear through and rip. Unfortunately for us, thick leather is heavy and hot, so when the ambient air is over 25C, some of us are at risk of heat exhaustion and may pass out. An alternative is perforated leather gear, which increases ventilation but also weakens the leather. I don’t think one can conclude that perforated leather offers the same protection as non-perforated leather. I’ve seen no photos of perforated leather going for a slide, but riders say it is better than passing out.

Leather is heavy and not waterproof. If you are caught in a downpour leather will suck up water like a sponge and will take days to dry. Perforated leather will leak even faster, has more surface area and therefore has the ability to suck up even more water.

Material Choice: Textile/Mesh An alternative to leather is textile or mesh. Both are man made cloth of a variety of materials, predominantly polyester and nylon. Both are light and can be nicely vented to keep you cool while moving. Mesh is cooler because the material is near see through, allowing air to easily dissipate the heat.

Textile jacket melts in crash: My buddy had a get off at 120mph. His textile (jacket) did its job. This fabric does melt at high speeds. He only received a little road rash on his elbow where the sleeve rode up and there was no armour. Use that velcro closure

Textile can also be waterproof, so when you do get caught in the rain you will remain dry and comfortable. Textile is also windproof, which will keep you warmer when the wind chill is relevant. This waterproof coating is compliments of a polyurethane top layer, which when heated up will melt. There are many documented examples of textile gear melting on the skin of riders, no doubt undesirable.

I don’t think you’d want to wear the Phoenix 2.0 pants without wearing at least a pair of shorts underneath, because they’re slightly see-through and I’m not sure how hot melting poly fabric would feel on bare skin during a pavement luge run.

Many names are given to types of Nylon to make it sound impressive. Only Cordura Nylon or Dynatec of 620 Denier or above is suitable for motorcycle gear. Denier refers to the thickness of the fibers in the weave, higher denier means higher abrasion and tear strength. Be aware that due to cost, some makers coat their nylon with a layer of polyurethane that under heavy pavement friction can melt into your skin.

07-14-2003 Over the years I’ve picked up many a binned rider. (I’m a Paramedic) Without a doubt, the majority of the time, the people that wear leathers do better. I’ve seen the textile clothing melt during a getoff countless times. That’s not so bad….it’s when they have to scrub that melted textile out of your badly abrased skin. Zoey

Then again maybe not. Here are examples of textile that did not melt.

9/12/2006 I hit a deer and went down wearing a Joe Rocket textile jacket. The fabric wore through to the armor at the elbows, but no melting. The fabric just looked like a worn pair of jeans. YMMV… Randy724

9/12/2006 I hit a deer also. the fabric all most wore completely through on the elbows and on the back, but did not damage the armour much. There was no sign of melting and I went down at about 84 miles per hour on the interstate. The helmet was in worse shape than the Joe Rocket jacket. exyuppie

9/12/2006 I had a 85 to 100 ft slide during the RAT on pavement and gravel. I was wearing a Killy jacket and joe rocket pants.

No melting even through worn thru fabic to armor at right elbow and shoulder. No rash , some bruises, and broken ribs. Helmet damaged more than clothing. buldog9729.

9/12/2006… I just rode with a VIP from Joe Rocket and he stated that in all the accidents they have heard about while wearing Textile jackets they don’t have a single case of the material melting into the Skin. Note: Textile is different than mesh, I’m of the firm belief that everything made in the past four years or so is vastly improved from a melting standpoint. however I have no actual proof. magnasal

9/13/2006 I got off my FJR head first two summers ago, sliding on hot pavement then into the ditch while wearing a FieldSheer textile…the jacket was worn down to the armour on one elbow and shoulder pad. There was major heat marks on one shoulder, fabric was stiffer but intact. I had a heat rash on that shoulder but because the the jacket had a satin like lining, no skin was directly in contact with any of the contact areas. I still wear FieldSheer textile jackets and like the versatility that textiles offer over leather. GP38

Alas the reality of the melting textile on your skin is that the textile should hold your armour in place so the textile will melt against your armour and not your skin. This is also true for mesh. If you slide in a body area that has no armour, then a little melted nylon won’t be pleasant but that thin layer of textile will soon rip through and you’ll have the more intimate problem of road rash. And melted nylon in your road rash.

Examples of Melting Mesh After a great deal of internet mining, I found it difficult to find much of an example of mesh melting during a crash.

talk to downsouth8 [downsouth8_2000] he is carlos he was doing about 80 when he went down and told me it melted to his arm…

…Carlos was wearing a cheaper brand of mesh jacket, I know, I was there and picked it up…While this jacket may have claimed to have kevlar threading, I highly doubt it. Materials such as nylon (found in most mesh jacets) and polyster are basically plastic that has been turned into threading, when plastic get’s hot, it melts before it burns.

I have another contact on a Toronto forum that says his mesh jacket did melt in his crash. He will try to find pictures of his wound and the jacket. When I get photos I will post them.

While it is true that the addition of Kevlar (Dupont) can reduce melting and increase abrasion resistance, the problem is determining the amount and type of kevlar in the garment. There is currently no way to determine if only a token amount of weak kevlar thread was used in the weave, or something better. One tried and true way to trust a garment is a recommendation from a fellow rider. One company that stands out for kevlar gear is Motoport. Another company is Draggin Jeans.

The final proof of our claims: If you ever crash in any of Cycleport’s Kevlar blended jackets/pants or one piece suits and the damage cannot be repaired, we replace the damaged gear for FREE!!!

Here’s a great post from thegearguy. Unfortunately I could not track him down. If you know this guy please leave a link to where I can locate him.

Boy, this is a complex subject, and being in the industry for 10 years and having gone to China more times than i wanted, (a brutal flight), i wanted to weigh in on a couple of things. I realy do not have a vested interest at this time with any manufacturer, so here goes. I will get to the kevlar and poly mesh material in a sec.

Armor, common sense… I see and hear about all the new foams that get harder like corn startch and water when you impact. some of the multi layer stuff is good as well, bottom line, when someone wants to sell you some new fangled armor, i am a bit old school. The outer solid plastic with padded inside, has merits. Take a jacket with the old school armor, and get the new fangled “hardening foam” proponent to stand in a door way with you and both of you whach the corner of the door jamb as hard as you can. Most of the new school guys decline, as the low profile armor may be more comfortable etc, it does not spread the impact area out like a harder outer shell does. The harder outer shell also allows you to skid on rough concrete much longer before wearing through. Keep in mind CE ratings rate G force and they use something like a 3″ round blunt nosed weight, that drops a few meters, and measure the G force on the other side, so the foam may seem good, but it is not the whole story.

Mesh, most all mesh is a synthetic material, cotton and leather are a few of the natural fibers we use in clothing, most all else is plastic of some sort or synthetic. this means it will melt. Kevlar and Nomex is best. Mesh jackets are usually intended to last one crash and save you from some road rash. It is not so much the mesh as it is the armor being placed in the highest percentage impact areas. Elbows, shoulders and back.

Protection should be rated in impact and abrasion, and good armor in the right places will usually save you some discomfort from an “unexpected get off”. The mesh may melt, but should be away from the skin, as it is on the outside of the armor in most critical areas and decent jackets. The hype about poly versus nylon is a very small degree of time as to which one will melt if you contact a hot exhaust, half a second may be something, but in practicality, is it? Both will melt, it is the nature most synthetics.

About kevlar, there are many weights and grades, and applications. from kevlar that is designed to be laminated, like in a helmet shell, or fiber glassing like application, etc, and a fabric or material that is pliable. Dragon jeans is probably the best out there, but a bit expensive.

Some other more popular brands ( more style than protection) may use aramide, this is a more genetic material similar to kevlar, but does not require royalties to be paid to DuPont, therefore usually less expensive. Check out the thickness in the knees, if it is paper thin, it may not do the job. Dragon jeans may be overkill as well, the price is high, and there are some jeans out there that use a lower grade kevlar that may suffice in a slide as well, in a typical non impact “get off”.

Sorry i am rambling, and if you have read this far, lets talk about denier, this is the linear weight, in grams, of a ( i believe 9000 meters) mills spool as it is going into the weaving process. It does tell you the linear weight or weight of the strand, but not how tight the weave is. An example is; if you see “ballistic” luggage that says 1680D, this means the weight of the new spool, 9000metes of length, weight is 1,680 grams.

Again as this does not tell you how tight the weave is, and it is not the whole story, but a part of the story. I have not seen any standard where manufacturers give you both an , area per weight number and denier. If you do not have a standard of area per weight or thread count per area, it is hard to compare the tightness of the weave for judging how good the abrasion resistance is.

Ok my ramblings and pecking here is done, i hope some of this makes sence, bottom line old fashioned, whack the door jamb armor test is not a bad thing when considering what armor is the best. And kevlar, etc does have a high melting point, somewhere around 500 degrees if pure and not mixed with spandex or synthetics of a lower grade.

The Gear Guy.

I am still in the industry, although more of an independent level. I may change that soon, but for now, a small operation and not working for any brand or distributor.
I had not seen the thread until the day i responded, so my appologies on the delay guys.
Where is spell check on this thing, i reread my post and the spelling was terrible, where would we all be without spell check and a calculator?

Best TGG

Mesh gloves after crash: I had Tourmaster mesh gloves - which I still recommend. The leather on the palms wore through.

Examples of Mesh not Melting There is considerable anecdotal evidence that mesh gear does work and does not melt during a crash.

Here’s old Jack with the Mesh Jacket, Kevlar Jeans, and DOT helmet that saved my life last July….. even though we hit a deer, we slid on our left side for many, many yards, a long slide that I remember before the lights went out! Broken ribs, collapsed lung, concussion….but alive….. no significant road rash….

The Mesh Jacket (First Gear) and the kevlar pants had not a single ground through hole in them….not a tear….. the jacket did not melt, the armor worked……Cousin Jack

Johns right, my mesh jacket saved my hide, no road rash, and did not melt. The armor did its job aswell. My first gear over pants were torn alittle but also saved me from road rash. The thin leather gloves I was wearing tore up and I lost a little skin. I had just changed out my armored mesh gloves. NaturalyGW

I should have got in on this [forum thread] way early as one of the survivors of a bad wreck while wearing a Joe Rocket Mesh jacket with Ballistic padding in it.

My jacket still looked new after the accident. I did not have any broken bones, or torn skin off my legs, knees, elbows…..

My left elbow has a permanent burn scar that measures about 1/4 inch by 3/4 inch from the heat generated from my sliding down the pavement while apparently laying on that elbow. The jacket shows no visible signs of that slide. AZgl1500

Review for Joe Rocket Pheonix copied from “Mesh vs Leather (2005)” thread:
Experience with product: More than 2 years.
Type of riding done with product: Commuting
Price paid: $100
Purchased from: Internet (don’t remember)
Product strengths: Lightweight, and when moving you don’t feel like you’re wearing it. In a crash, the jacket really works. I know because I was wearing the original Phoenix 1.0 when I crashed at 45 mph and did a long slide on my right side on hot asphalt. Not a bit of road rash, although the jacket looked like hell. Like a helmet, it is a “1 use” safety item.

Product weaknesses: Hard to wash – hand wash only in cool water, and then only gently. Also needs a bit more reflective stuff on it.

Overall Opinion: I’m buying another in bright yellow. The jacket protects in a crash and is cool when riding. It also fits my rather large frame very well and is comfortable no matter what I’m wearing underneath it.

Mesh jacket crash, mesh did not abrade through nor melt: I went ass over teakettle and the bike slid, crashed, rolled, I saw pieces of bike, hands, feet. I slid on my head for about 100 feet...This just goes to show you (and I know I'm preaching to the choir) but all the gear, all the time. It will save your life someday.

In the case of the above mesh jacket crash the rider suffered major road rash on his shoulder. While the outer layer of mesh did abrade away the inner mesh layer remained intact. The road rash may have been caused by friction between his shirt and his skin. His foam shoulder armour may have also shifted during the crash.

I have seen three sets of textile gear and helmets after being involved in crashes. All of it was First Gear just by chance, two sets were mesh and the other was Kilimanjaro.
All of it was damaged beyond further use, with holes and abrasions but no torn seams, and most importantly no significant melting that was apparent to my untrained eye, some holes had a little melting at the very edge but only on the surface layer of fabric. The two wearing the mesh had bruises and a broken bone but no road rash. They were riding a Goldwing and slid for an extended distance on tar, they both replaced their mesh with more First Gear Mesh and were very happy with protection provided, neither experienced burns of any sort.

Mesh and textile pants, mesh did not melt: Mesh with textile over armor, hitting the asphalt as somewhere in the 50 MPH ball-park. Rolling many times, and then sliding to a stop face down. The tear in the textile did not penetrate the armor. The tear in the mesh did not penetrate the inner mesh.

Mesh jacket crash, mesh abraded through, armour dislodged: The left arm of my Tourmaster Air jacket was toast. Notice the armor hanging. My left elbow did get a little road rash after the armor tore loose.

Mesh pants crash, mesh wore through but did not melt: The Tourmaster Air pants look worse in person but did a fantastic job. I did wear a couple of spots through on my cargo shorts that were underneath but not rash on the skin. It even wore through the waist snaps and zipper. But my best friend in the world was un-harmed

Mesh jacket crash, mesh intact: I had a Joe Rocket Phoenix 4.0 that saved my skin about a year ago. I slid maybe 20-30 feet on my left side after an old man ran a stop sign and clipped my wheel. I was going about 30-35mph, but hit the brakes just before I got clipped, so I'm not so sure how fast I was going when I went down... This was the only real damage done to the jacket. The hole isn't all the way through, there was still a layer of Mesh left that protected my skin.

Mesh jacket crash, mesh intact (see above): This is what my left arm looked like after I removed the jacket. I was pleased with the results of the jacket

Mesh jacket crash, slow speed lowside on gravel, mesh did not go through all layers, mesh did not melt: my Draggin' jeans and My mesh jacket saved me a trip to Ontario's wonderful hospital system.

This crash was a low speed lowside on gravel. The mesh did not melt. The rider wore kevlar Draggin jeans and a mesh jacket. He even repaired his mesh jacket with hand stitching and epoxy!

When I had my encounter with the deer, I was wearing mesh.

I hit the asphalt at 65+mph and slid a long way. The mesh was destroyed, but I had no road rash. The only impact damage I had (broken collar bone, bruising) would not have been prevented by leather.

I’m a believer.

High speed crash at 140kph/81mph, JR textile jacket, Icon mesh gloves, jeans and running shoes. Fractured ankle, significant road rash results, but the textile jacket does not rip all the way through to the inner liner. The Icon gloves fail and rip apart.

I got into an accident… Yes I’ve been riding for 1 month and some ****** tries to pass me in my lane on the highway and clips me… I fly around like at confused bat at 130km/h skipping on the pavement like a flat rock on water.

In the moment I’m in disbelief but thinking to myself I’m gonna die at the same time. My body stops moving, traffic is at a stop, and I get up limping towards my bike. I’m confused and hurt, emergency arrives I’m taken to the hospital and I get off with severe road rash and a fractured ankle.

JR textile jacket: Crash at 130kph, textile did not rip to inner liner, from Jojoj

Icon mesh gloves failed and ripped from 130kph crash, by Jojo

This [Teknic textile] jacket saved me after a collision with a deer in 2007, in fact other than it no longer being waterproof, I wore it for another year and use it for off road riding (Rotten_Ronnie).

Teknic textile jacket saved rider from crash with a deer. Textile did not abrade through, though some seams broke.

Teknic textile jacket saved rider from crash with a deer. Textile did not abrade through.

02-05-2011 I had a very minor lowside once, leaned way over into a sharp left hander at only about 40 km/h, and the front hit a bit of loose stuff and washed out. The bike slid into the weeds, and I slid down the roadway pretty gently and came to a stop in about 20 feet. All in all a very minor incident and I was unhurt except for a bit of road rash on my left knee…

I think it’s a good idea to add a mesh textile jacket with armour to your list. When I had the crash I mentioned earlier I was wearing a mesh jacket. It held together fine and the armour in the left forearm saved my elbow from a nasty knock on the pavement. I remember feeling a hard jolt to the elbow on the way down, but it felt padded and the actual force wasn’t much at all to my elbow. It felt just like your hockey pads absorbing and redistributing the impact from a hard shot. I think the bone would have cracked without it. gpz1100

May 12 2011: Scott B (see comments below) pointed me to a crash where the rider was t-boned by a pizza delivery truck, spilling hot coolant all over his JR Phoenix mesh jacket. The rider suffered horrendous midriff burns as the polyester mesh melted and embedded into his skin. This is the first significant case where mesh has melted, failed to protect and contributed to injuries to the rider. Perforated leather may have been slightly better and certainly would not have melted. This case is unusual and did not involve friction from a slide on pavement.

April 18 2011…with the bike stopping about 4 feet from the guard rail. I was unfortunately catapulted over the bike and into the guard rail. So I got to spend the night in the hospital, have no idea what my bike looks like and have “multiple rib fractures” where I hit the rail.

It was a record setting heat day so all the oil and grease was up on the surface and swimming and I finally dumped the bike at about 40 mph. I was hoping to slide with it but was launched.

I’m lucky I hit the guard rail as a 150 foot drop would have killed me.
I was wearing ATGATT so road rash is minimum…..Spunky99

Frank Thomas mesh pants. No hip protection so I still have hard lumpy areas around the right hip under the skin and has a slight light skin road rash on the hip area that has healed. Right knee was road rashed where the seam popped open and exposed my knee. Left kneecap is still sore but no rash. Spunky99

Frank Thomas mesh pants rip at seams, some road rash on exposed knee. 40mph low side, then launched into a guard rail. Broken ribs.

Frank Thomas mesh pants rip at seams, some road rash on exposed knee. 40mph low side, then launched into a guard rail. Broken ribs.

Tracy Bader crashed in Montana, July 2011 at 110kph/65mph. Her front brake locked up and she endo'd. Her Joe Rocket Cleo mesh jacket protected her. She received minor road rash on her left forearm. Her mesh jacket abraded but did not melt.

In July 2011 Tracy Bader crashed in Montana. Riding at 110kph/65mph her V-Star’s brake line kinked, locking up the front brake. She endo’d, landing on her head, rolling a couple of times before sliding in a semi-sitting position. The bike skidded for 14 ft and then slid an additional 156 ft. Tracy slid on the road for 160 ft. Tracy received road rash on her left forearm and hands, and the usual cuts and bruises, but walked away without serious injury. Banged up she is, but without mesh gear she would have done far worse. Her Joe Rocket Cleo jacket’s armour protected her. The mesh abraded but did not melt.

Tracy Bader crashed July 2011. At 110kph/65mph, front brake locked up and she endoed. Her Joe Rocket Cleo mesh jacket, front view. Left shoulder and forearm ripped but inner liner intact, abrasions on left cuff and forearm. Mesh abraded but did not melt.

Tracy Bader crashed July 2011. At 110kph/65mph, front brake locked up and she endoed. Her Joe Rocket Cleo mesh jacket, right arm, rear view. Right elbow abraded. Right Cuff ripped and abraded. Mesh abraded but did not melt.

Tracy Bader crashed July 2011. At 110kph/65mph, front brake locked up and she endoed. Her Joe Rocket Cleo mesh jacket, left arm, rear view. Left elbow very slightly abraded. Mesh abraded but did not melt.

I continue to seek further examples and photos of crashes while wearing mesh motorcycle gear. If you have been down wearing mesh, please send me your situation and photos. I’d appreciate it.

Mesh looks weak but its purpose is to keep the armour in place for the initial impact and while sliding. The mesh will abrade but often will not abrade right through to the inner jacket. Each crash is different and forces are subsequently different. It is the combination of mesh and armour that makes mesh gear effective. Overall there are very few cases where mesh has melted through to the rider’s skin.

While mesh offers less protection than competition racing leather, for the average rider on the street it is significantly better than no gear or jean material. Mesh will substantially reduce or eliminate road rash.

The best gear is the gear you wear. Whatever you choose, wear it for every ride.

Notes:
-Beware of Polyester Motorcycle Jackets: Nylon vs Polyester, Nylon is safer
-Disclaimer: I am a motorcycle rider not connected to any commercial venture related to motorcycling. I buy the gear that I can afford, which can be any brand name. I do not claim to represent any of the manufacturers mentioned in this post.

Helmet crash zones. Source: Dietmar Otte, Medizinische Hochschule Hannover, Abteilung Verkehrsunfallforschung, Germany

Motorcycle Accident Cause Factors and Identification of Countermeasures

The "Hurt" Study

Motorcycle Accident Cause Factors and Identification of
Countermeasures, Volume 1: Technical Report, Hurt, H.H., Ouellet, J.V.
and Thom, D.R., Traffic Safety Center, University of Southern California,
Los Angeles, California 90007, Contract No. DOT HS-5-01160, January 1981
(Final Report) 

The Hurt study, published in 1981, was a ground-breaking report on the causes
and effects of motorcycle accidents. Although more than 15 years old at this
time, the study still offers riders insight into the statistics regarding
motorcycle accidents and tips on safer riding.

With funds from the National Highway Traffic Safety Administration, researcher Harry Hurt (from which the study gets its common name) of the University of Southern California,
investigated almost every aspect of 900 motorcycle accidents in the Los Angeles
area. Additionally, Hurt and his staff analyzed 3,600 motorcycle traffic
accident reports in the same geographic area.

This is the same study that is frequently quoted in the MSF rider safety
courses. 

A complete non-summarized version of this document is available
from the National Technical Information Service (NTIS) by ordering document
number PB81-206443/LL. The cost is $84.00 each per document plus $5.00 handling
per order. For more information, call the NTIS Sales Desk at 1-800-553-NTIS or
1-703-605-6000.

Summary of Findings

Throughout the accident and exposure data there are special
observations which relate to accident and injury causation and characteristics
of the motorcycle accidents studied. These findings are summarized as follows:

1. Approximately three-fourths of these motorcycle accidents involved
   collision with another vehicle, which was most usually a passenger
   automobile.

2. Approximately one-fourth of these motorcycle accidents were single vehicle
   accidents involving the motorcycle colliding with the roadway or some fixed
   object in the environment.

3. Vehicle failure accounted for less than 3% of these motorcycle accidents,
   and most of those were single vehicle accidents where control was lost due
   to a puncture flat.

4. In the single vehicle accidents, motorcycle rider error was present as the
   accident precipitating factor in about two-thirds of the cases, with the
   typical error being a slide-out and fall due to over-braking or running wide
   on a curve due to excess speed or under-cornering.

5. Roadway defects (pavement ridges, potholes, etc.) were the accident cause
   in 2% of the accidents; animal involvement was 1% of the accidents.

6. In the multiple vehicle accidents, the driver of the other vehicle
   violated the motorcycle right-of-way and caused the accident in two-thirds
   of those accidents.

7. The failure of motorists to detect and recognize motorcycles in traffic is
   the predominating cause of motorcycle accidents. The driver of the other
   vehicle involved in collision with the motorcycle did not see the motorcycle
   before the collision, or did not see the motorcycle until too late to avoid
   the collision.

8. Deliberate hostile action by a motorist against a motorcycle rider is a
   rare accident cause. The most frequent accident configuration is the
   motorcycle proceeding straight then the automobile makes a left turn in
   front of the oncoming motorcycle.

9. Intersections are the most likely place for the motorcycle accident, with
   the other vehicle violating the motorcycle right-of-way, and often violating
   traffic controls.

10. Weather is not a factor in 98% of motorcycle accidents.

11. Most motorcycle accidents involve a short trip associated with shopping,
    errands, friends, entertainment or recreation, and the accident is likely to
    happen in a very short time close to the trip origin.

12. The view of the motorcycle or the other vehicle involved in the accident
    is limited by glare or obstructed by other vehicles in almost half of the
    multiple vehicle accidents.

13. Conspicuity of the motorcycle is a critical factor in the multiple vehicle
    accidents, and accident involvement is significantly reduced by the use of
    motorcycle headlamps (on in daylight) and the wearing of high visibility
    yellow, orange or bright red jackets.

14. Fuel system leaks and spills were present in 62% of the motorcycle
    accidents in the post-crash phase. This represents an undue hazard for fire.

15. The median pre-crash speed was 29.8 mph, and the median crash speed was
    21.5 mph, and the one-in-a-thousand crash speed is approximately 86 mph.

16. The typical motorcycle pre-crash lines-of-sight to the traffic hazard
    portray no contribution of the limits of peripheral vision; more than
    three-fourths of all accident hazards are within 45deg of either side of
    straight ahead.

17. Conspicuity of the motorcycle is most critical for the frontal surfaces of
    the motorcycle and rider.

18. Vehicle defects related to accident causation are rare and likely to be
    due to deficient or defective maintenance.

19. Motorcycle riders between the ages of 16 and 24 are significantly
    overrepresented in accidents; motorcycle riders between the ages of 30 and
    50 are significantly underrepresented. Although the majority of the
    accident-involved motorcycle riders are male (96%), the female motorcycles
    riders are significantly overrepresented in the accident data.

20. Craftsmen, laborers, and students comprise most of the accident-involved
    motorcycle riders. Professionals, sales workers, and craftsmen are
    underrepresented and laborers, students and unemployed are overrepresented
    in the accidents.

21. Motorcycle riders with previous recent traffic citations and accidents are
    overrepresented in the accident data.

22. The motorcycle riders involved in accidents are essentially without
    training; 92% were self-taught or learned from family or friends. Motorcycle
    rider training experience reduces accident involvement and is related to
    reduced injuries in the event of accidents.

23. More than half of the accident-involved motorcycle riders had less than 5
    months experience on the accident motorcycle, although the total street
    riding experience was almost 3 years. Motorcycle riders with dirt bike
    experience are significantly underrepresented in the accident data.

24. Lack of attention to the driving task is a common factor for the
    motorcyclist in an accident.

25. Almost half of the fatal accidents show alcohol involvement.

26. Motorcycle riders in these accidents showed significant collision
    avoidance problems. Most riders would over-brake and skid the rear wheel, and
    under-brake the front wheel greatly reducing collision avoidance
    deceleration. The ability to countersteer and swerve was essentially absent.

27. The typical motorcycle accident allows the motorcyclist just less than 2
    seconds to complete all collision avoidance action.

28. Passenger-carrying motorcycles are not overrepresented in the accident
    area.

29. The driver of the other vehicles involved in collision with the motorcycle
    are not distinguished from other accident populations except that the ages
    of 20 to 29, and beyond 65 are overrepresented. Also, these drivers are
    generally unfamiliar with motorcycles.

30. The large displacement motorcycles are underrepresented in accidents but
    they are associated with higher injury severity when involved in accidents.

31. Any effect of motorcycle color on accident involvement is not determinable
    from these data, but is expected to be insignificant because the frontal
    surfaces are most often presented to the other vehicle involved in the
    collision.

32. Motorcycles equipped with fairings and windshields are underrepresented in
    accidents, most likely because of the contribution to conspicuity and the
    association with more experienced and trained riders.

33. Motorcycle riders in these accidents were significantly without motorcycle
    license, without any license, or with license revoked.

34. Motorcycle modifications such as those associated with the semi-chopper or
    cafe racer are definitely overrepresented in accidents.

35. The likelihood of injury is extremely high in these motorcycle
    accidents-98% of the multiple vehicle collisions and 96% of the single
    vehicle accidents resulted in some kind of injury to the motorcycle rider;
    45% resulted in more than a minor injury.

36. Half of the injuries to the somatic regions were to the ankle-foot, lower
    leg, knee, and thigh-upper leg.

37. Crash bars are not an effective injury countermeasure; the reduction of
    injury to the ankle-foot is balanced by increase of injury to the
    thigh-upper leg, knee, and lower leg.

38. The use of heavy boots, jacket, gloves, etc., is effective in preventing
    or reducing abrasions and lacerations, which are frequent but rarely severe
    injuries.

39. Groin injuries were sustained by the motorcyclist in at least 13% of the
    accidents, which typified by multiple vehicle collision in frontal impact at
    higher than average speed.

40. Injury severity increases with speed, alcohol involvement and motorcycle
    size.

41. Seventy-three percent of the accident-involved motorcycle riders used no
    eye protection, and it is likely that the wind on the unprotected eyes
    contributed in impairment of vision which delayed hazard detection.

42. Approximately 50% of the motorcycle riders in traffic were using safety
    helmets but only 40% of the accident-involved motorcycle riders were wearing
    helmets at the time of the accident.

43. Voluntary safety helmet use by those accident-involved motorcycle riders
    was lowest for untrained, uneducated, young motorcycle riders on hot days
    and short trips.

44. The most deadly injuries to the accident victims were injuries to the
    chest and head.

45. The use of the safety helmet is the single critical factor in the
    prevention of reduction of head injury; the safety helmet which complies
    with FMVSS 218 is a significantly effective injury countermeasure.

46. Safety helmet use caused no attenuation of critical traffic sounds, no
    limitation of precrash visual field, and no fatigue or loss of attention; no
    element of accident causation was related to helmet use.

47. FMVSS 218 provides a high level of protection in traffic accidents, and
    needs modification only to increase coverage at the back of the head and
    demonstrate impact protection of the front of full facial coverage helmets,
    and insure all adult sizes for traffic use are covered by the standard.

48. Helmeted riders and passengers showed significantly lower head and neck
    injury for all types of injury, at all levels of injury severity.

49. The increased coverage of the full facial coverage helmet increases
    protection, and significantly reduces face injuries.

50. There is not liability for neck injury by wearing a safety helmet;
    helmeted riders had less neck injuries than unhelmeted riders. Only four
    minor injuries were attributable to helmet use, and in each case the helmet
    prevented possible critical or fatal head injury.

51. Sixty percent of the motorcyclists were not wearing safety helmets at the
    time of the accident. Of this group, 26% said they did not wear helmets
    because they were uncomfortable and inconvenient, and 53% simply had no
    expectation of accident involvement.

52. Valid motorcycle exposure data can be obtained only from collection at the
    traffic site. Motor vehicle or driver license data presents information
    which is completely unrelated to actual use.

53. Less than 10% of the motorcycle riders involved in these accidents had
    insurance of any kind to provide medical care or replace property.

Inattentional blindness, also known as perceptual blindness, is the phenomenon of not being able to perceive things that are in plain sight. This can be a result of having no internal frame of reference to perceive the unseen objects, or it can be the result of the mental focus or attention which cause mental distractions. The phenomenon is due to how our minds see and process information. Wikipedia

Motorcyclists are very in tuned to other drivers, because when anyone makes a mistake often the motorcyclists, whether right or wrong, pays the price with a trip to the hospital or the morgue. This leads riders, naturally, to curse the inattention of drivers. When the stakes for bodily harm are higher, people pay more attention. This is also true for bicyclists and pedestrians.

Others have noticed the apparent problem of of drivers not noticing motorcyclists.

…automobile accident reports frequently report driver claims that they “looked but failed to see” the other vehicle. Many collisions between cars and motorcycles involve cars turning in front of an oncoming motorcycle, with the car driver not seeing the motorcyclist. Given that in many contexts, motorcycles are less common that cars, inattentional blindness is more likely. Critically, the difficulty of the primary task in an inattentional blindness task increases the probability that people will miss the unexpected object. In practical terms, the more people focus on aspects of their visual world other than the detection of unexpected objects, the less likely they are to detect such objects. Recent evidence suggests that talking on a cell phone, for example, dramatically increases the probability of missing an unexpected object (Scholl et al, 2003).

Driving is an example. “Many accident reports include claims like, ‘I looked right there and never saw them,’” Simons notes. “Motorcyclists and bicyclists are often the victims in such cases. One explanation is that car drivers expect other cars but not bikes, so even if they look right at the bike, they sometimes might not see it.” Simons recounts a study by NASA research scientist Richard F. Haines of pilots who were attempting to land a plane in a simulator with the critical flight information superimposed on the windshield. “Under these conditions, some pilots failed to notice that a plane on the ground was blocking their path.” source

Magicians have exploited the principal of inattentional blindness in order to perform illusions. Clearly this is not a new phenomenon. The magician distracts the audience in some way so that they do not see what he is doing in another part of the stage, even if in plain view. This deception is then exposed, to the amazement of the audience. Other perplexing examples of innatentional blindness include lifeguards that fail to see a body at the bottom of a clear water pool.

The general theory is that if a person is distracted and concentrating on doing one task, he will not see other unexpected objects, even if blatant and in plain view. The use of cell phones while driving is given as a common distraction. Such studies have been used as evidence in favour of banning cell phone use while driving in Ontario and most other Canadian provinces, as well as many US states. Car drivers drive on “auto pilot” and do not see extraordinary objects on the roadway.

While it is clear that inattentional blindness does happen to all humans, why this happens is not well understood. In understanding this phenonemonon, riders might develop strategies that might break through a driver’s “auto pilot” and save themselves the pain of a crash.

One theory is that the brain is distracted from its main purpose and, due to inattentional blindness, does not see objects that are within plain view. The distraction could be a personal crisis at work or home, technological (cell phone, radio, GPS), or some other. Drivers then go into “auto pilot” and somehow get to their destinations without incident. It is certainly not a safe method of travel.

If a driver is too tired, sleepy, not awake, is inebriated or has a hangover, could this add to or further impair the brain, taking extra processing power or reducing the brain’s processing capacity?

Another theory is that the brain is exposed to an excess of stimulus from senses, which includes our eyes, ears, nose and skin. This stimulus, if individually processed, would indeed be overwhelming, hiding the most important information amongst the information that is benign. It would be like scanning a large yard of grass and processing the poisonous snake the same as each and every rock and blade of grass. A simple coping mechanism is to filter all stimulus, concentrating on only stimulus that is potentially dangerous or unusual. A simple scan of the large yard would filter out the grass, but find the snake and large rocks (danger to the lawn mower). If this theory is true, a car driver may filter out a motorcycle, bicyclists and pedestrians, and not notice them until they get run over.

Further theories postulate that as cars and other equipment become more automated, operators do not need to concentrate as hard, get bored and increasingly are inattentionally blinded. Repetition of an event (a daily event such as commuting) breeds experience, expectation and therefore inattentional blindness. Rare events (motorcycles, bicyclists, pedestrians) are rare because they are uncommonly experienced and are thus not built into our expectation, leading to inattentional blindness and therefore running them over. As well, while an inexperienced operator is forced to pay attention, the experienced operator has done the task so often that he is more prone to inattentional blindness. The experienced operator is more prone to a “violated expectation”, an event that is outside the norm. This is when bad events occur, such as the “right turner” into a motorcycle, or running over a pedestrian. It seems the more experienced and capable an operator the increased prevalence of inattentional blindness.

Striking is the conclusion of this Human Factors researcher:

It is difficult to reduce errors due to inattentional blindness. One reason is that people are unaware of the blindness. Training mainly affects conscious, voluntary behavior, so it helps little. You can tell a driver to be sure to check the oncoming lane before turning, but the advice will do little good if the driver is looking for a specific address, is in a hurry and in an unfamiliar part of town.

So let’s get some of the theory straight. Inattentional blindness results when your brain adapts and filters out routine events. The more you do a routine the more your brain adapts to the routine. The more experienced and skilled the operator, the more prevalence for inattentional blindness. The less experienced the operator the less possibility of inattentional blindness. This human filter does its job before your conscious mind gets the information, so extra training and other logical conditioning does not help reduce inattentional blindness. Is there something proactive one can do to reduce inattentional blindness? Someone help me out here? If we cannot prevent inattentional blindness through a change of skill set, which relies on the conscious mind, a solution may point to a systemic change of environment. Change the routine enough and on a regular basis so as to retard inattentional blindness.

Yet another theory that does not specifically relate to inattention blindness, but still may be of importance to motorcyclists, is called motion camouflage.

Motion camouflage is a dynamic type of camouflage by which an object can approach a target while appearing to remain stationary from the perspective of the target. The attacking object simply remains on the line between the target and some landmark point, so it seems to stay near the landmark point from the target’s perspective. The only visible evidence that the attacker is moving would be its angle and its looming, the change in size as the attacker approaches.

The theory goes that a car at an intersection wants to turn left. A motorcyclist is riding in the opposite direction of the car. The motorcyclist’s headlight, approaching the car, does not seem to grow larger, giving the perception that the motorcycle is stationary. The car makes the left hand turn and hits the motorcyclist. Riders in Britain have written about the “Sorry Mate I didn’t See You” (Bike Magazine 2005) or SMIDSY phenomenon.

Motion is difficult to perceive when it is directly along the line of sight. Because the object is stationary relative to the background, an observer doesn’t see a change in the overall image and thus isn’t cued to the presence of a moving object. Though the object increases in apparent size as it nears, the change goes unnoticed at first–moving from 1000ft distant to 900ft may not affect the image enough trigger a response. A motorcycle is particularly susceptible to motion camouflage because its cross-section area as seen by an observer is much less than that of a larger vehicle.

But as the object gets closer, apparent size increases more rapidly. At constant speed, an approaching object takes the same time to move from 200ft to 100ft as it did from 1000ft to 900ft, but the apparent size increase is greater. Eventually the object seems to grow suddenly in size, and the motion camouflage is broken. This is called the looming effect. According to the Bike article, when an observer is startled by the looming effect, he may freeze in his tracks. If the observer is an oncoming left-turner, he may stop in the middle of the intersection, making a bad situation even worse.

Indeed either of these theories point to a visual impairment that all humans possess. It is not an impairment of physicality but one of brain processing. How to overcome these visual impairments has not been well studied. The answers to these questions could lead to a marked reduction in traffic crashes and fatalities. Motorcyclists can only hope for advances in the understanding of human brain function.

Other reading: Inattention Blindness, conspicuous safety professional, Stop Signs are Dangerous
-Visual and Stereoscopic Acuity

There is some sense to this strategy. By riding 20-30kph over the speed limit and the flow of traffic the rider can be in greater control of the riding environment. Tailgaters are completely eliminated, as the rider is riding at above the average flow of traffic. The rider lane split when appropriate, and passes cars with speed and precision, thereby avoiding illegal lane changes, being boxed in, being stuck behind slow traffic or large SUVs, buses, and increasing overall visibility. Bikes are much more maneuverable than cars and aggressive cautious exploits this advantage.

Many riders use this strategy and claim it increases their level of safety. I do believe aggressive cautious does have its benefits. There are, however, also many negatives.

First and foremost, an aggressive cautious strategy is without a doubt illegal. You are speeding way above the flow of traffic. This increased speed also means increased force if and when you have a crash, thereby increasing the likelihood that the rider will have more serious injuries. The most dangerous aspect of this strategy is that in the eyes of the rider it legitimizes their need to ride at speed. “I speed because it is safer, riding at the speed limit is dangerous”. Increased speed means less time to react to the same threat as compared to riding at the speed limit.

While 20-30kph over might be sufficient on a city road, on the highway this strategy uses 50kph over. Here in Ontario, going 50kph over and getting caught by the police is considered “street racing”, resulting in immediate loss of bike and license for 7 days, as well as the charge of street racing. Many riders that use the aggressive cautious strategy now complain that they are Ok with getting a +50kph over ticket as the cost of riding safer, but the immediate loss of bike and license for 7 days, and associated costs are too high for them. Their solution: run from the police. Toronto Police rarely chase other vehicles when the speeds get too high, because of the risks to the speeder, the public and to law enforcement. The aggressive cautious strategy also exploits this fact.

While a reasonably sane person would question the decision to do +50kph in the first place, some riders opt to run at speeds well in excess of this. Some riders even state that the “real” speed limit on Ontario highways is 130kph, and therefore they need to increase their speed to 180kph for safe riding. They believe that +80kph is a better ceiling limit rather than the current +50kph.

The aggressive cautious strategy can also annoy other vehicular traffic. Speeding, lane splitting, aggressive lane changes and such can alarm other drivers. The aggressive cautious strategy is low on “share the road”, and more in tuned to the motorcycle rider playing a variant of the old video game frogger. By annoying other drivers, future riders that these drivers encounter may suffer their wrath. Is ti really worthwhile to possibly endanger fellow riders with this strategy.

There is no one way to reduce the risks of riding a motorcycle. By reading traffic, trying to predict and avoid potential hazards and riding cautiously these risks can be reduced but not eliminated. Riding at the speed limit put the rider in the flow of other cages, but also reduces the speed and therefore the intensity of the crash impact. It’s also easier and faster to slow down when you are going slower to begin with. How about sharing the road with other people and follow the rules of the road. Do not excessively speed, do not attract the attention of the police, do not run from the police. When a potential risk presents itself, slow down and prepare to stop.

One of the most common and dangerous threats to any motorcyclist is the left hand turner. This occurs especially at traffic intersections but can also occur on side streets and one way streets. The aggressive cautious strategy only increases the risk of this threat. By slowing down and being prepared to stop, the risk of serious injury is reduced. Increased speed does not reduce this risk.

The most interesting aspect of the aggressive cautious strategy is the paucity of the cautious component. It seems like a contradiction of terms. While we cannot control how other riders ride, if you ride fast, get caught and are charged with “street racing”, have your ride and license confiscated, then get onto an internet forum and find out how to beat the charge, surely you are missing the stated premise of the aggressive cautious strategy: increased motorcycle safety.

The aggressive cautious riding strategy seems to have some advantages, but overall it is sub-optimal for overall motorcycle safety. There is no magic bullet here: slow down, read traffic, follow the rules of the road, avoid hazards and ride responsibly.

Hi-Bird Motorcycle Company is from Chongqing, China, and have been manufacturing motorcycles since 1999. This sport cruiser is a 250cc V-twin, capable of 17 HP. The bike uses an old 1980s Yamaha engine design, one similar to the Yamaha V-star 250. I estimate this bike will sell in the neighbourhood of $4,000 in North America. In North America this bike would certainly be classified as a beginner low budget bike. The overall quality of your average Chinese motorcycle is, being polite, middling at best. Chinese bikes also lack a dealership network, necessary in order to obtain parts and authorized service. Hi-Bird does not make large displacement, performance oriented, and expensive bikes.

Hi-Bird Moto Sport Cruiser, 250cc

Harley Davidson makes only large motorcycles, has been in business since 1903, and has been through 2 World Wars. The Storz XR1200, a V-twin, is capable of around 80 HP, weighs in the 500 lb area, and is priced in the locale of $20,000. This bike would be classified as a high performance, expensive, elite bike for an experienced rider. HD does not make small, inexpensive, beginner bikes. In fact, their smallest bike is 883ccs, over 3 times the size of the lowly Hi-Bird Sport Cruiser. The overall quality of an HD is very high, reflected in the major hit to your wallet. The HD network is large, and service and parts top notch. This is also reflected in their price.

Harley Davidson Storz XR1200

Make no mistake that these bikes do not compete in the same class of motorcycle. They do not appeal to the same target market of rider. In terms of price there is also no comparison, the HD is being 5 times the price of the Hi-Bird. Performance-wise and component-wise again there is absolutely no similarity. A typical motorcycle buyer would not expect to mistakenly purchase a Hi-Bird and expect HD quality. The reverse would also true. No, these are not CDs sold under covert circumstances, or movies shot on a video camera in a darkened movie cinema. It’s all out in the open here. In summary, we’re talking about an apples to pomegranates comparison.

Adding to this mix is that the flat tracker design is a type of motorcycle category, not dominated or defined by any motorcycle manufacturer. These bikes are used to race on a track of grass or dirt. This style of racing has been around since before World War 1, around the mid 1910s.

After looking at both bikes as well as other flat trackers, it’s clear that both are in the style of a flat tracker, and that Hi-Bird looks like a direct copy of the HD. Compare if you will, for a start, the seat and tank shape, the style and curve of the exhaust pipes, the fat spoked wheels, the flower petal rotors, handlebar positioning and headlight. Are they not identical? Further perusal only increases the list of similarities.

A couple of issues arise:

1. Why did not Hi-Bird use their own designers to create their version of a flat tracker? Are there not sufficiently artistic Chinese motorcycle designers in China? Is China, in a break from past history, so lacking in creativity? Couldn’t the Chinese hire American or European designers to help them out, such as what Japanese car manufacturers have done?

2. Why did not Hi-Bird change the bike so that there are at least more differences than similarities when compared to the Storz XR1200? Did they think that consumers, particularly avid bike enthusiasts, and particularly HD would not notice? Even the semi-observant will clearly tell you that these bikes are almost identical twins.

3. Maybe the Chinese do not even think copying the HD design is illegal, immoral or will negatively affect their reputation. Certainly, if their target market is North America and Europe, this is not the case. This is so because I am sure HD will sue them for copyright infringement.

While I am not connected to either Hi-Bird nor HD, I must once again shake my head in confusion. China is a great country with a great history. If China is to be a competent and profitable player in the world motorcycle marketplace, some things have to change.

Get your own designers to work, stat, and try some of their designs. How about shopping the design to North American motorcycle riders? Simply copying a big player in the field will only get you ridicule in the eyes of knowledgeable riders, and it reflects badly on the company and the ability to provide a quality product. If you don’t trust your own designers, hire some from North America. Who says that the HD design is the most optimal one for your target market? For certain a potential HD buyer will not even look twice on a Hi-Bird Sport Cruiser, so what makes you believe that the Storz design will appeal to the budget conscious beginner rider?

I feel that Hi-Bird and other Chinese motorcycle manufacturers can make a better motorcycle for the world, but particularly in the aesthetic design area. Lifan is a much better model to follow for other Chinese manufacturers, with their ever expanding dealership network and service. Increase quality, keep the price down, and offer the riding public something that’s not easy to attain today in a new motorcycle: value for money.

There is a huge market for small bikes in North America, a void left by the Japanese. It’s there for the taking. Come one, come all, come Korea, Taiwan or China.

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