STREET SMART

[gohjohan]

Originally posted by philiplolc@May 11 2006, 10:57 AM

ahah, i got it from Australia too... i always tot that was something useful that SSDC could have taught here... especially when i see cars in front of me overtaking a slow bike on the leftmost lane and cutting halfway into the right lane...

 

i've even seen some cars, even if the right lane got vehicle, they still try to squeeze between that and the slow bike on the left... wa piang... some scary sh*t man... one wrong move from that car, and the slow bike will go flying...

 

i'll be going... DAMN!... if only that bike kept right side of his lane, that car probably wouldn't have tried that crap, endangering the slow bike and vehicles on the right lane too.. jeez..

That's the problem with trying to hold our lane. Car tries and muscle in as well. For smaller and slower bikes, they could lose out.

 

Which is why I'm glad to ride a big bike. I can stay in my lane and "own" it, so to speak. So far this method has worked very well. For small bikes, I supposed it's also other drivers and even riders perception on that small bikes can be overtaken and bullied.

[j_csqaure]

Originally posted by Spectrum@May 5 2005, 09:59 PM

http://img.photobucket.com/albums/v484/2100spectrum/StreetSmart27.jpg

 

Full-face vs open-face helmets:

 

I got this from http://jeff.dean.home.att.net/swisher.htm :

 

The rider who wore this full-face helmet suffered no serious facial injuries in the crash:

http://jeff.dean.home.att.net/swisherhelmet1.jpg

 

The diagrams below show the impact areas on crash-involved motorcycle helmets. (Source: Dietmar Otte, Hannover Medical University, Dept. of Traffic Accident Research, Germany.) Note that 35% of all crashes showed major impact on the chin-bar area. This means that if you ride with an open-face helmet, you are accepting only 65% of the protection that could be available to your head.

 

http://jeff.dean.home.att.net/helmet-impact.jpg

 

Lesson: Wear a full-face helmet!

[gohjohan]

That's true, especially when travelling so fast.

[Spectrum]

http://jeff.dean.home.att.net/swisherhelmet1.jpg

 

The Chin recieves the greatest % of hits...

So...

If u wanna keep your good looks...

 

Get use to a Full Face...

 

Quite a few of my riding buddies had got away with

Their Full Face taking most of the damage...

[Spectrum]

Originally posted by philiplolc@May 10 2006, 08:27 PM

if on the right lane keep left

One reason is that if the biker spill...

He will be of a further distance from the centre barrier.

 

Quite a few had hit the Centre Barrier sustaining

Very serious injury...

[philiplolc]

Originally posted by Spectrum@May 11 2006, 10:13 PM

The Chin recieves the greatest % of hits...

So...

If u wanna keep your good looks...

 

Get use to a Full Face...

 

Quite a few of my riding buddies had got away with

Their Full Face taking most of the damage...

i never ride a bike without a FF now... ever since many yrs ago, accelerating out of a t-junction on my scrambler, i did a fishtail skid, the back wheel flip to the front, landed smack on my chin, broke my fall on the tarmac.. whew.. otherwise now very hard to puff a ciggy..

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/s14M_resize.jpg

 

This Helmet belongs to one of our riding buddy.

Thks to his helmet he kept his good looks.

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/StreetSmart123.jpg

 

Sometimes we hope for ways to warn our new riders to the

Zones that would endanger them...

 

As with the Pic above...

I have Painted the safer lane... Green.

And the one not to take... Red.

 

A few reason why the inner lane is not a better choice:

 

1. Cars may pull out without signals

2. Some may just open there car doors without looking behind

3. Pedestians dashing out between cars to cross road.

(especially younger school children)

 

Now, As with Positioning within the Green lane:

 

Would not be a bad idea to be on the left part of the lane.

That would give us a good distance from hitting the central barrier

if for whatever reason we skid & slide....

 

Something our readers pointed the earlier posts.

Lane positioning as taught in Australia.

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Rides/Belumut/Gear01m_resize.jpg

 

Street Smart #124

 

Drop 1 or 2 gear before entering a bend

Depending on the severity of the curve.

It's a safer way then just using brakes.

 

It gives better control

Lesser chance of over running the road

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/v1m_resize.jpg

 

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/h4mm_resize.jpg

 

What do u do when water & dirt starts accumulation on your visor.

Is not too bad if it is pouring

but it is the drizzle that gets

the visor real dirty...

 

Have a rag ready for days like that...

Otherwise, your leather glove will do just as well...

[endlessloop]

Other Bikes Can Also Be Hazards

 

 

What are the dangerous threats on the roads to a biker?

 

- Cars, Taxis, Cyclists, Vans...

 

Few would consider fellow motorcyclists as threats to themselves.

 

In recent weeks, I know of a couple of accidents to motorcyclists were caused by other motorcyclists. Both accidents involved fatalities.

 

Both cases took place overseas and both cases were about a motorcyclist enter unexpectedly into the path of another motorcyclist. In one case, the path enterer died. In the other case, the other motorcyclist swayed to avoid. Fell off from motorcycle, hit road side infrastructure and died.

 

Consider these points:

 

- Do you ride with the notion that being a motorcyclist, you don't occupy a lot of space, therefore other road users (cars and motorcyclists) could easily see you, and avoid you or siam you?

 

 

- If a car unexpectedly get into your way, and you are unable to brake in time, and you slam into the car. Would you expect serious injuries to yourself then?

 

Now, what if it was a motorcycle instead of a car that unexpectedly get into your path and you are unable to stop in time.

 

Do you think you can get away with only light injuries?

 

Further consider the scenario taking place on Singapore road with heavy traffic around you. What would happen?

 

 

- Do you ride with the expectation that potentially all car drivers do make mistakes, so you have to be careful of them?

 

Now, do you ride with the expectation that all motorcyclists also do make mistakes, so you have to be careful of them as well?

[endlessloop]

Don't plan on using the space between cars as your escape route

 

Leave yourself sufficient safety distance from the vehicle in front

 

Extracted from:

http://www.singaporebikes.com/forum/index....howtopic=120204

by skybono

 

 

"The Strait Times, Friday, May 26, 2006

 

BOYFRIEND'S NEGLIGENCE CAUSED HER ROAD DEATH

 

Fine, driving ban for m-cyclist who was going too

fast while squeezing past 2 cars.

 

He did not mind the gap.

 

Military instructor Kelvin Chua Zhenqiang, 24, tried

to squeeze his motorcycle past a car that had broken

down on the right lane and a car on the left.

He did not slow down, riding on at 90kmh on the

Ayer Rajah Expressway.

 

But he was going to fast, too close for comfort.

 

And his girlfriend paid with her life when his motorbike

hit the car on the left and they were both flung off

the vehicle.

 

Miss Audrey Leo Yue Ling was taken to the Singapore

General Hospital where she died at 10:45pm - more

than 2 1/2 hours after the incident on July 30 last year.

...

Yesterday, Chua was convicted after admitting that

his negligence had caused the accident which led

to her death.

...

But the damage was done. The impact flung him

and his girlfriend off the motorbike and onto the

road-with fatal consequences. He should have slowed

down.

 

Assistant Public Prosecutor Simram Toor told the court

that, thought the weather was fine, the traffic was heavy

when the accident accurred.

..."

 

 

There was this question being discussed in StreetSmart quite sometime ago:

 

Which is safer?

1) I ride between the lanes.

 

This way, if the cars in front of me were to jam brake or if there is a sudden collision in the lane, I can escape colliding into the cars in front by riding around the cars, onto the in-between lanes.

 

2) Slight variation of 1).

Normally I ride within the lanes.

 

But if the cars in front of me were to suddenly jame brake and I can't completely stop in time, I would swerve and ride onto the in-between lanes to avoid hitting the car in front of me.

 

3) I ride between the lanes.

 

If the cars in front of me were to jam brake, I do not plan to swerve.

I only plan to brake in time, brake straight and remain in my lane.

To enable myself to brake in time, I must leave sufficient safety gap between myself and the vehicles in front by following the 2sec rule and riding alert at all times.

 

 

There was an article in the Straits Times where the reporter interviewed a "motorcycle expert" from a local motorshop. His reply was 2).

 

Spectrum's response was when the time comes, at that particular spot of emergency, there might not be sufficient room for you to squeeze in-between the lanes.

 

This is precisely what happened in the sad accident that happened in the news paper article above.

 

In my view, one of the temptations of 1) and 2) is that it makes the rider ride very close to the vehicle in front and not leave sufficient gap for reaction time.

 

 

For myself, I ride using 3).

 

My logic is simple. I want to keep things simple.

 

When an emergency suddenly occurs, time is so limited that we can't think and only have time to react on pure instinct.

 

For 3), it is much simpler for me to execute properly if I only need to concentrate on braking in a straight line. Those who did hard e-brakes would know that it is not that simple either. What more to do it properly for 1) and 2)?

 

1) and 2) is much more complicated to do that 3).

First, I have to check that there is sufficient space for me to squeeze.

- Do I have the time to judge properly within split seconds?

- What if there I am left with no space to squeeze because the lanes are narrow?

 

Next, I have to slow and manoevre in a non-straight line (this is like doing an extremely fast slalom course).

To add to that, I should also check my rear view mirror and check blind spot (this process alone takes 1-2 sec).

 

Then, I have to swerve to side-step, then swerve back to get the bike straight inline.

And if you notice, bikes take a slight delay to lean over before it starts turning. Bikes don't turn instantaneously, unlike cars.

 

So if I can't do straight braking properly, what makes me think I can do 1) and 2) better than 3)?

 

Lastly, I am also a car drive, so I understand how car drivers think. If you as a biker, can think of swerving when you are about to collide, wouldn't the car drivers in front of you think of swerving too? Have you seen car collisions where the drivers had done a desperate last-ditch swerved before impact?

What happens when you were squeezing past them when the drivers swerve?

 

 

I would recommend 3) but I would not say there are absolutely no other better ways.

 

But 3) is what all the riding schools in Singapore preach. And I have used it in many situations and it has kept me safe and accident-free over my dozen of years riding.

[Spectrum]

Life Saver(Head check)

 

Reading the Post by Skybono...

It seems to me that did a swerve to the left to avoid the stall car without

reducing his crz speed.

 

How far left he went... it was not too clear.

With a manoever like this... one should always check the left

(mirror & head check "life saver" to check the blind spot)

Any traffic... don't filter.

 

It is different if he had been between lane all the time. (3)

Don't think there be any accident cos traffic won't be on it.

Especially if there a stall car there.

 

Rider should have a better scan... and a stall car in his lane...

U wanna be dead slow cos' the traffic gonna be messy!

 

 

Note: Being a while in posting new stuff... busy lah... riding.

Back soon...

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/Tire01mcopy.jpg

 

Tire Pressure...

 

Or Lack of It... That Is!

 

Low tire pressure are reported on more than

50% of bikes inspected by repair facilities.

 

Few riders seem to understand the dire consequences

of this frequently overlooked point.

 

Some company does make indicators that turns

Red when the pressure drops below designated level.

But it's a screw on... so easily stolen.

 

Well, the easiest way is to form a habit of

Riding to the pumps once a week.

(Check your hand book or moto tiam for the correct pressure setting)

 

Remember to do it when your tires are cold.

eg... ride into the nearest petrol stn for your air

1st thing in the day.

 

Bring a presure gauge to check your tire pressure

after pumping up.

That's to check if the stn pump is accurate!

 

Low Pressure

means control problems.

In a low speed turn...

Bike may be difficult to steer...

Then it just dive into the ground.

 

It will also means high fuel consumption.

At today's price...

Certainly make sense to use less.

 

Too High Pressure:

Uncomfortable ride....

And Grip, braking may not be that efficent!

 

So... Pump Up the Air!

 

Btw, this above Wheel had just done 1900km around Malaysia...

Mmm... so did I check the pressure along the way?

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/Streetsmart126.jpg

 

The ability to sense danger in a situation only develops with experience,

so u should always ride within your capabilities.

Be aware of the hazards with excellent observational skills.

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/StreetSmart127.jpg

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/03mcopy.jpg

 

A Borrowed Phase from the comment by

one of the riders in the BMW Group from ST.

 

The Picture:

Took the picture of this rider about to enter Patong Town in Phuket.'

He had just stopped to put on his Helmet before entering town.

Guess the Wearing of helmets are only for big towns.

 

Well, not much between the road & skin if he spill.

But think of it...

Won't be much of a diff wearing a Shirt.

 

Thing about it... it's your skin.

 

Consider making it a habit to put on a Riding Jacket...

With some armour at the right places.

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/DianeseFullSuit02.jpg

 

The Ultimate Protection...

 

But won't be much use if u hit a wall!

 

And there are plenty of City riding Jackets in the Moto Shops.

Go invest in one...

 

 

Dress Up... It's Good!

Be it a pair of gloves,

or a full face, riding jacket... jeans,

Trading your slippers for a pair of boots/shoes...

 

Cos the Dressing up puts you towards the right direction

in terms of Attitude towards our Safety!

 

Believe me..

50% of the battle is Won!

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/129copy.jpg

 

Have a Good Scan,

Have a Good Sense...

 

It's a Jungle out There!

 

Stay Ahead!

[gohjohan]

This sensing of danger, can it be developed or is it natural for some to have it?

[Denden]

Originally posted by gohjohan@Jun 22 2006, 10:03 AM

This sensing of danger, can it be developed or is it natural for some to have it?

I seriouly think it can be natural. But can be nurtured as well.... just follow these advises from Spectrum...

[endlessloop]

Thanks to active who posted on http://www.singaporebikes.com/forum/index....howtopic=123554

 

 

Extracted from source: http://www.activeproduct.biz/hurtstudy.htm

 

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.

 

A complete non-summarized version of this document is available from the National Technical Information Service (NTIS) by ordering document number PB81-206443/LL. 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:

 

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

 

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.

 

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.

 

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 slideout and fall due to overbraking or running wide on a curve due to excess speed or under-cornering.

 

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

 

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.

 

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.

 

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.

 

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.

 

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

 

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.

 

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.

 

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.

 

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.

 

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.

 

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.

 

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

 

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

 

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.

 

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.

 

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

 

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.

 

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.

 

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

 

Almost half of the fatal accidents show alcohol involvement.

 

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

 

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

 

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

 

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.

 

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

 

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.

 

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.

 

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

 

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

 

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.

 

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

 

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.

 

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

 

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.

 

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

 

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.

 

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.

 

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

 

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

 

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.

 

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.

 

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.

 

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

 

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

 

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.

 

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.

 

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.

 

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

[endlessloop]

See RXK brake until smoke tires!

 

This morning around 8.00 am, I was driving along PIE towards direction of Changi.

 

Reaching the S-curve part of PIE around the Stevens road exit, cars in front of me, brake lights start to fire up one by one. They start to pack together. Familiar old pattern, I start to slow down and keep an even wider safety distance from the vehicles in front of me.

 

What happened leh?

 

Oh, because parked on the left road shoulder, got TP WRX with flashing blue and red light, summoning one unfortunate car.

 

Singaporeans either all scared TP or all kay poh busy body all slow down to look see look see.

 

In front of me is RXK bike. He also cocked his head left to see the blinking WRX. But he didn't see in front of him all the cars start to slow down liao. Directly in front of him is a taxi. Taxi driver even kind enough to press brake-down light to signal to people behind him to quickly slow down.

 

But alamak, RXK biker didn't see of course.

 

By the time he turned his head back to look in front, PANIC! Because he very close to taxi liao.

 

I suddenly see smoke rise up from the ground around the RXK. A thick dark line appear on the tarmac like somebody just paint a brush stroke across the floor. RXK rider start to wobble on his bike as he is doing his panic jam braking causing his wheels to burn rubber on the tarmac and to start to lock.

 

But lucky to RXK rider, he managed to slow down in time to avoid taxi and to release his brakes to prevent further wheel lock.

 

After he recovered and he ride past the taxi, he still turned around and stare at the innocent taxi.

 

 

Morale of the story:

1. Always maintain your safety distance. Detect traffic bunching up.

2. Police vehicles can be road hazards.

3. Don't kay poh. Keep your eye focused on the road ahead.

[Spectrum]

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/Statistic01copy.jpg

 

A Big % of the above statistic are bikers.

Reason being there is no metal to protect us.

And we Balance ourself on 2 wheels.

 

But... Biking can be safe...

Our Attitude has got a lot to do with it!

[Spectrum]

Originally posted by gohjohan@Jun 22 2006, 10:03 AM

This sensing of danger, can it be developed or is it natural for some to have it?

Animals Survive on their Instinct... They are Inbuilt...

Those that lapse... Don't Survive....

 

"Law of the Jungle"

 

http://img.photobucket.com/albums/v484/2100spectrum/Street%20Smart/129copy.jpg

 

Similarly on the Road...

Lose concentration & lapse in your scan... We lose!

 

As Humans... we have an advantage over the animal kingdom...

We not only learn from our enviorment...

We Have the Media!

Eg. Here in the Net, books, tv... etc

So we look into the experiences of others...

And when we see the same scene flashes on the roads...

We use what we learn & avoid a potentially dangerous situation!

 

Back to your Question...

Sensing danger?

Both... Natural & Developed...

 

Riders with less natural...

Will... Just leaves more room for developement...

So, read - learn and develope good riding habits...

It's all part of our daily survival.