1 Yellow Ferrari
1 Reliant Robin
1 BMW R65LS
All quite rare.
But the rarest of them all:
Someone smiling - a real 'happy' smile - while taking their driving test!
Now that is rare!
.
Thursday, 28 May 2009
Wednesday, 27 May 2009
Police Motorcyclist Training - France
Continuing the whistle-stop tour of police motorcycle training around the World . . .
France!
For the people in the know, the training and skills level of the French motorcycle Police (known as Gendarmes) is second to none. They are probably at the very top of the pyramid.
Their motorcycle skills training is held over a period, depending on their function, between 5 and 8 months. They also need to repeat training every 5 years.
Their training is both on and off road. Furthermore, they train motorcycle cops from all over the world.
French Motorcycle Gendarme Training (4 minutes 34 seconds)
You'll notice a lot of off-road training. In many of the international (and national) off-road competitions, including the Dakar, there are always a few motorcycle Gendarme teams participating. That's the level these guys & gals reach.
More
Even better more: shooting from the hip? No, shooting while riding! Watch the video!
.
France!
For the people in the know, the training and skills level of the French motorcycle Police (known as Gendarmes) is second to none. They are probably at the very top of the pyramid.
Their motorcycle skills training is held over a period, depending on their function, between 5 and 8 months. They also need to repeat training every 5 years.
Their training is both on and off road. Furthermore, they train motorcycle cops from all over the world.
French Motorcycle Gendarme Training (4 minutes 34 seconds)
You'll notice a lot of off-road training. In many of the international (and national) off-road competitions, including the Dakar, there are always a few motorcycle Gendarme teams participating. That's the level these guys & gals reach.
More
Even better more: shooting from the hip? No, shooting while riding! Watch the video!
.
Tuesday, 26 May 2009
Police Advanced Training - UK Style
Since the recent post on US police 'Motorcops' training, now seems to be a good time to remind you of my article:
The History of Advanced Rider Training in the U.K.
An abridged version of the paper presented at the 1996 FIM Symposium on post-test training.
HIGH STANDARD/FURTHER TRAINING IN THE UK
INTRODUCTION
During this presentation I intend to explain the origins of rider training in Great Britain and show the variety of courses that are available for the full-licence holder.
ORIGINS OF UK TRAINING & THE 'SYSTEM'
Great Britain can lay claim to have originated formal high-standard rider training courses and then spread this training method around the world. Mainly this happened through the Commonwealth countries, but several other countries have had riders trained with these courses.
This training, developed for the British Metropolitan Police at the Peel Training Centre, Hendon, London, is known as 'The Police System of Motor Vehicle Control' and is described in the 'Roadcraft' manual, upon which almost all British training, at all skill levels, is based,
In 1934 the accident rate for London's Police drivers was 1 in every 8000 miles. The Police commissioner asked the noted racing driver and World Speed Record holder Sir Malcolm Campbell to test Police drivers. He found high standard driving but a lack of special training facilities, so a Police Driving School was formed. The first basic course started on 7th January 1935, with an advanced course for 'flying squad' and traffic officers following later.
The 'Advanced' course was based on principles laid down by another top racing driver the Earl of Cottenham:
'Applying basic driving skills to the Police need for maintaining rapid progress in all traffic conditions with the driver always in complete control.'
After just four years the accident rate had reduced to 1 in 22000 miles.
The Motorcycle Wing was formed in 1938, and other Police forces around the UK subsequently formed their own driving schools.
More
.
The History of Advanced Rider Training in the U.K.
An abridged version of the paper presented at the 1996 FIM Symposium on post-test training.
HIGH STANDARD/FURTHER TRAINING IN THE UK
INTRODUCTION
During this presentation I intend to explain the origins of rider training in Great Britain and show the variety of courses that are available for the full-licence holder.
ORIGINS OF UK TRAINING & THE 'SYSTEM'
Great Britain can lay claim to have originated formal high-standard rider training courses and then spread this training method around the world. Mainly this happened through the Commonwealth countries, but several other countries have had riders trained with these courses.
This training, developed for the British Metropolitan Police at the Peel Training Centre, Hendon, London, is known as 'The Police System of Motor Vehicle Control' and is described in the 'Roadcraft' manual, upon which almost all British training, at all skill levels, is based,
In 1934 the accident rate for London's Police drivers was 1 in every 8000 miles. The Police commissioner asked the noted racing driver and World Speed Record holder Sir Malcolm Campbell to test Police drivers. He found high standard driving but a lack of special training facilities, so a Police Driving School was formed. The first basic course started on 7th January 1935, with an advanced course for 'flying squad' and traffic officers following later.
The 'Advanced' course was based on principles laid down by another top racing driver the Earl of Cottenham:
'Applying basic driving skills to the Police need for maintaining rapid progress in all traffic conditions with the driver always in complete control.'
After just four years the accident rate had reduced to 1 in 22000 miles.
The Motorcycle Wing was formed in 1938, and other Police forces around the UK subsequently formed their own driving schools.
More
.
Monday, 25 May 2009
Digital Technology For Trainers
OK, I admit it, the nearest I get to technology is using radio when out training. No, not Radio 4 . . . but bike-to-bike.
I've mentioned before some of the ways trainers can use technology, and those options are expanding.
For instance, there's the portable DVD player. Screen sizes up to about 8", would allow a 'table top' theory presentation to include quite reasonable videos.
For for real top-notch whizz-bang technology, how about one of 3M's new 'hand-held' video projectors?
Details
Ideal for meetings, sales pitches, impromptu business presentations – even just for fun.
Can be switched off instantly and put in your pocket or computer bag with no fuss, allowing you to take it wherever you go.
Compatible with laptops, video MP3 players, video mobile phones and other multimedia devices.
Powered by either on-board battery (up to 60 minutes continuous presentation) or AC mains.
Projects video and 'still' content up to 1270mm (50") image size.
Dimensions: 115x50x22 mm / 4.5"x1.97"x0.88" (L x W x D) Weight: 152 grams / 5.3 oz (0.33 lbs.)
Watch the video
.
I've mentioned before some of the ways trainers can use technology, and those options are expanding.
For instance, there's the portable DVD player. Screen sizes up to about 8", would allow a 'table top' theory presentation to include quite reasonable videos.
For for real top-notch whizz-bang technology, how about one of 3M's new 'hand-held' video projectors?
Details
Ideal for meetings, sales pitches, impromptu business presentations – even just for fun.
Can be switched off instantly and put in your pocket or computer bag with no fuss, allowing you to take it wherever you go.
Compatible with laptops, video MP3 players, video mobile phones and other multimedia devices.
Powered by either on-board battery (up to 60 minutes continuous presentation) or AC mains.
Projects video and 'still' content up to 1270mm (50") image size.
Dimensions: 115x50x22 mm / 4.5"x1.97"x0.88" (L x W x D) Weight: 152 grams / 5.3 oz (0.33 lbs.)
Watch the video
.
Sunday, 24 May 2009
Police Motorcycle Training - US Style
While searching for something else, I happened across these links, to a series of articles about the training of US 'Motorcops', originally published in Motorcycle Consumer News in 2005.
http://www.stevelarsen.net/pdfs/OfcTrainingPart1.pdf
http://www.stevelarsen.net/pdfs/OfcTrainingPartII.pdf
http://www.stevelarsen.net/pdfs/OfcTrainingPartIII.pdf
More police training from around the World in later posts.
.
Thursday, 21 May 2009
DSA Test & New Test Centres (MPTC)
The saga of the DSA and its off-road test centres (MPTC - Multi-Purpose Test Centres) has been rumbling on for some time, but has lately taken a couple of twists.
One you'll probably have heard about: Riders falling off during tests, one sustaining a badly-broken arm in the process (is there such a thing a 'good' broken arm?).
More on that:
http://www.motorcyclenews.com/MCN/News/newsresults/mcn/2009/April/27-30/apr2809-first-new-test-candidate-crashes/?id=107939
But a major issue has been the actual process of the DSA even getting the sites built. Some of this has been locating suitable areas ("OK< we want somewhere close to an urban area suitable for car and bike tests, all mains facilities, to build a substantial building, a large car park, and lay 4000m2 of tarmac, with security fencing all around - but pay peanuts even if it is prime housebuilding land"). Rather ironic that now most are bought and built, there's a property crash and - I presume - a drop in land prices.
And once they've sourced the site then there's the actual planning process to negotiate (probably more difficlut that a brake and swerve test in the rain).
The latest DSA Motorcyle Update (Issue 14, 7 May 2009) tells us:
"Newbury: Planning permission granted to use the site at New Greenham Park, Thatcham . . . There are conditions atached to the use of the site which we are attempting to resolve."
However, the Newbury Weekly News gives more detail:
"The multi-vehicle test centre has already been approved but now the DSA refuses to build the facility unless planners relax a condition which limits the site to six goods vehicle tests a day.
"Greenham Parish Council chairman Tony Forward said: "Having put in an application that they thought would gain favour, now they tell us what they really wanted."
What did they really want?
"Agents said . . . the condition . . . would limit the degree to which the facility could expand . . . DSA wanted flexibility to arrange tests as it "saw fit"."
The article ends:
"Highways officers raised no objection to the variation"
So if the NWN is to be believed, DSA haven't even started building the facility, and with a planning decision likely in June, that's another MPTC that will be running, at the earliest, a year after the test was supposed to have been introduced.
.
One you'll probably have heard about: Riders falling off during tests, one sustaining a badly-broken arm in the process (is there such a thing a 'good' broken arm?).
More on that:
http://www.motorcyclenews.com/MCN/News/newsresults/mcn/2009/April/27-30/apr2809-first-new-test-candidate-crashes/?id=107939
But a major issue has been the actual process of the DSA even getting the sites built. Some of this has been locating suitable areas ("OK< we want somewhere close to an urban area suitable for car and bike tests, all mains facilities, to build a substantial building, a large car park, and lay 4000m2 of tarmac, with security fencing all around - but pay peanuts even if it is prime housebuilding land"). Rather ironic that now most are bought and built, there's a property crash and - I presume - a drop in land prices.
And once they've sourced the site then there's the actual planning process to negotiate (probably more difficlut that a brake and swerve test in the rain).
The latest DSA Motorcyle Update (Issue 14, 7 May 2009) tells us:
"Newbury: Planning permission granted to use the site at New Greenham Park, Thatcham . . . There are conditions atached to the use of the site which we are attempting to resolve."
However, the Newbury Weekly News gives more detail:
"The multi-vehicle test centre has already been approved but now the DSA refuses to build the facility unless planners relax a condition which limits the site to six goods vehicle tests a day.
"Greenham Parish Council chairman Tony Forward said: "Having put in an application that they thought would gain favour, now they tell us what they really wanted."
What did they really want?
"Agents said . . . the condition . . . would limit the degree to which the facility could expand . . . DSA wanted flexibility to arrange tests as it "saw fit"."
The article ends:
"Highways officers raised no objection to the variation"
So if the NWN is to be believed, DSA haven't even started building the facility, and with a planning decision likely in June, that's another MPTC that will be running, at the earliest, a year after the test was supposed to have been introduced.
.
Wednesday, 20 May 2009
Cycle Helmets? No, Bicycle Hats!
3M at Bracknell don't have the typical 'bicycle sheds' (I suppose in these non-smoking times there's no need for anyone to sneak around the back for a fag).
Instead, each parked bicycle has it's own little hat to keep the rain off.
Ah . . . sweet :)
.
Apologies . . .
. . . For the lack of posts lately. A combination of work pressure, home stuff, and a chewy cold (you didn't need to know that, did you? :) ) have meant a shortage of time and inclination to spend even more time at a keyboard.
So, apologies.
'Normal' service will gradually be resumed.
So, apologies.
'Normal' service will gradually be resumed.
Thursday, 7 May 2009
Invisible Car
Motorcyclists often feel 'invisible' and that car drivers are 'out to get them'. Of course, that's rarely the case, most such incidents are from a driver making a mistake, or by just not checking well enough, etc.
Of course, bikes are small, suffer from the 'looming' issues (see the motorcycle safety video' post, and easily missed - so it's our 'job' to make ourselves be seen - so the 'Z Line' set of posts!
But here's a vehicle that has been decorated to be invisible. Hand painted, apparently.
.
Of course, bikes are small, suffer from the 'looming' issues (see the motorcycle safety video' post, and easily missed - so it's our 'job' to make ourselves be seen - so the 'Z Line' set of posts!
But here's a vehicle that has been decorated to be invisible. Hand painted, apparently.
.
Wednesday, 6 May 2009
BMW Indicator Switches
I've been a BMW owner since 1981.
My first was an R65 - a 650cc flat twin, 'scaled down' from the the larger twins which had evolved from 750 & 900 to 800 & 1000cc.
It had indicator switch trouble: it fell out and was lost. No matter, I found an old Honda switch lever, and cut it to fit. Jammed carefully in, it lasted as long as I had to bike.
Mid-way through that time, BMW introduced the 'K' range, which featured the unusual indicator switch set-up of little flappy levers under each switch cluster, press left to go left etc. and 'up' with your right thumb to cancel.
Hold your hands out in front, as if you were holding 'bars, wiggle your thumbs. I bet they naturally want to swivel through an arc - not slide left and right as a 'typical' indicator switch would have you do.
Most BMW owners loved the switchgear - most journalists - who only rode the bikes for minutes (ie "in-depth road test") hated them.
Here's a later, 'evolved' version on a later K1200 bike:
This type of switch continued on into the 'oilhead' range of flat twins, and only the 'F' singles and new parallel twins stayed 'loyal' to the 'typical' bike all-in-one switch on the left bar.
Until now. Well, until the 'new' (ie bigger holes in the engine) 1300 K bikes were launched at last year's bike shows. And now, sad day, BMWs have 'normal' switch gear:
Today's Motorcycle news has a 'sports tourer' group test - with the new K1300GT.
Guess which bit they didn't like?
The 'awkward' indicator switch.
I laughed :)
.
My first was an R65 - a 650cc flat twin, 'scaled down' from the the larger twins which had evolved from 750 & 900 to 800 & 1000cc.
It had indicator switch trouble: it fell out and was lost. No matter, I found an old Honda switch lever, and cut it to fit. Jammed carefully in, it lasted as long as I had to bike.
Mid-way through that time, BMW introduced the 'K' range, which featured the unusual indicator switch set-up of little flappy levers under each switch cluster, press left to go left etc. and 'up' with your right thumb to cancel.
Hold your hands out in front, as if you were holding 'bars, wiggle your thumbs. I bet they naturally want to swivel through an arc - not slide left and right as a 'typical' indicator switch would have you do.
Most BMW owners loved the switchgear - most journalists - who only rode the bikes for minutes (ie "in-depth road test") hated them.
Here's a later, 'evolved' version on a later K1200 bike:
This type of switch continued on into the 'oilhead' range of flat twins, and only the 'F' singles and new parallel twins stayed 'loyal' to the 'typical' bike all-in-one switch on the left bar.
Until now. Well, until the 'new' (ie bigger holes in the engine) 1300 K bikes were launched at last year's bike shows. And now, sad day, BMWs have 'normal' switch gear:
Today's Motorcycle news has a 'sports tourer' group test - with the new K1300GT.
Guess which bit they didn't like?
The 'awkward' indicator switch.
I laughed :)
.
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