Of all the divisive subjects mankind knows, few match the bitter dichotomy found in the motorcycle helmet debate. Well, religion is up there, but when it comes to recreation and safety, riders have long argued over the need for mandatory helmet laws, which are popping up throughout the United States and are already in effect in many European nations. The two sides boil down to this- one believes that riders have a responsibility to wear helmets for the same reason car passengers must wear seat belts, and the other believes that the right to choose what is safe for yourself is more important. While to many, the issue is cut and dried, and helmets are (pardon the pun) a no-brainer, the subject of freedom is uniquely important in the motorcycling community.
For many, getting on a motorcycle and cruising the roads is the ultimate expression of freedom. You openly interact with your environment, and experience every aspect of it (temperature, weather, terrain, traffic) in a way that no enclosed vehicle can rival. Motorcycles are far, far more maneuverable than cars, and can both accelerate faster and brake more quickly as well. These factors suggest that riders are marked by their need for choice, responsibility, and independence on the road. The freedom the motorcycle imbues the rider with is both functional and philosophical, if you will.
For some, this freedom extends beyond the experience itself, and becomes an expression of their desire for an unshackled and rule-free environment. To wear a helmet is a choice, and if you choose not to, in their opinion, you are entirely justified. It is YOUR life, and you have chosen to take whatever precautions you felt necessary to protect yourself in event of an accident. Others may feel a helmet is essential, but you do not, and you bear that responsibility when you crash.
I respect this rather libertarian ethic. I believe in a person's right to make decisions for themselves, and worry about their own wellbeing without interference from the state, or other people. But motorcycle helmets laws are not only about the individual wearing them, in my mind. The laws are there to protect the government from having to support an injured rider who sues them over road conditions (or other factors the state may be responsible for) when a great deal of injury could have been prevented by head protection. But more importantly, the laws are there for the people who are involved in crashes with motorcyclists and have to continue living with the guilt of their role in the injury or death of another person. Helmet laws ensure that a person has a decent shot at living through a wide variety of accidents, just as seatbelts do. A person wearing a helmet will survive wrecks that unadorned riders will not. Wrongful death suits often follow fatal motorcycle accidents, which can be devastating for the responsible party. Even the smallest and most innocent of mistakes can cause a driver to hit a rider, or force the rider into dangerous circumstances. This is a common theme in motorcycle wrecks, and even though they are the responsible party, much secondary harm towards them (lawsuits, guilt and trauma) can be avoided in addition to the primary harm the rider is spared from if helmet use is mandated.
In summary, I believe in the freedom of the road and I feel that the liberty that motorcyclists enjoy is precious. However, public safety is a complex issue, and while helmet laws restrict people from certain choices, they are crucial to the mental and physical wellbeing of all parties involved in wrecks. The many arguments in opposition to helmet laws are valid, but ignore the fact that crashes have long-lasting mental and physical consequences not just for the injured or killed rider, but for their family, friends, and the responsible driver. The dramatic increase in safety alone makes it a foolish choice, in my mind, not to sport a brain bucket. But if one looks at the possibility of long-lasting effects and aftershocks from a wreck, the choice should be obvious.
Tuesday, November 27, 2007
Tuesday, November 13, 2007
Which one's right for me?
There is no typical bike, and no typical rider. This fact is gradually becoming public knowledge, which has significantly improved the status of motorcycling in the public eye. But it is also indicative of the myriad options open to new riders or riders looking for a new thrill. Dividing the motorcycling community into smaller subsets is tricky, but I'll attempt it to show the many forms of two-wheeled fun out there.
Sport-Bikes
For the speed freaks, wheelie-poppers, and people who like to turn mountain passes into road courses, these are for you. Over powered, low weight, and able to turn on a dime, these machines are usually able to do much more than the riders on them. The community is fun, enthusiastic, competitive, and ready to spend inordinate amounts of cash on the next cool gadget, mod, or accessory.
Cruisers and Customs
The hot-rods and low riders of the bike world. Speed, comfort, and practicality are less of an issue here than style, looks, and sound. Loud and rowdy describes both the machines and their riders. Bars (for better or worse) are the hub for most activity here. Yuppies on their brand new Harleys are not likely to be welcomed.
Touring
Distance, cargo, comfort. Those three words encompass the road warrior mentality of tourers. The bikes are big, heavy, and expensive, the riders thend to be graying above the ears. But if long journeys, often with a passenger and a week's worth of luggage, are what you're after, this is the place for you.
Dual Sport
Sometimes, you run out of asphalt. When this happens, most riders have to turn around. Not on one of these bikes- geared for road and dirt use, dual sports try to trike a compromise between the two. Every bike in this category has a different approach to the problem- big, powerful BMW's as well as nimble, converted dirt bikes fill this category. Some bikes are clearly more oriented toward the road, others are more suited to the dirt. Riders of these steeds tend to have a do-it-yourself mentality, and range more in age and experience than any other group.
Dirt, Motocross, Supermoto
Trail bikes, dirt racers, and an entirely new breed of motorcycle fill out this very broad class. For people who don't want to share the road with crazy people in multi-ton SUV's, a world of fun is available off road. These bikes are suited to competitive and non-competitive riding, with an emphasis on light weight, bulletproof design, and big power. Motocross-geared models take the performance seriously, and have a price-tag to prove it. Just-plain-fun dirt bikes use slightly older, heavier technology but tend to last longer with less maintenance. Supermoto has emerged from dirt racing as a crossover category. For this growing sport, dirt-type machines are souped-up and given new, asphalt friendly tires so they can crash through half-motocross, half-road courses and give riders entirely new and exciting ways to crash and fall.
Everything Else
There are far more options than what I've listed above- they are just the most common sub-communities and bike types one is likely to encounter when getting started. Manufacturers have realized the potential for combining two or more riding types in "crossover" bikes, such as the sport-touring and adventure-touring classes. Much like dual sport combined a neutral street bike with a powerful dirt bike, they offer a taste of both worlds, opening new possibilities to riders whose interests are not so narrow. And beyond that, a whole world of unique machines is available in the classifieds and local dealers that defy any description I have given.
Sport-Bikes
For the speed freaks, wheelie-poppers, and people who like to turn mountain passes into road courses, these are for you. Over powered, low weight, and able to turn on a dime, these machines are usually able to do much more than the riders on them. The community is fun, enthusiastic, competitive, and ready to spend inordinate amounts of cash on the next cool gadget, mod, or accessory.
Cruisers and Customs
The hot-rods and low riders of the bike world. Speed, comfort, and practicality are less of an issue here than style, looks, and sound. Loud and rowdy describes both the machines and their riders. Bars (for better or worse) are the hub for most activity here. Yuppies on their brand new Harleys are not likely to be welcomed.
Touring
Distance, cargo, comfort. Those three words encompass the road warrior mentality of tourers. The bikes are big, heavy, and expensive, the riders thend to be graying above the ears. But if long journeys, often with a passenger and a week's worth of luggage, are what you're after, this is the place for you.
Dual Sport
Sometimes, you run out of asphalt. When this happens, most riders have to turn around. Not on one of these bikes- geared for road and dirt use, dual sports try to trike a compromise between the two. Every bike in this category has a different approach to the problem- big, powerful BMW's as well as nimble, converted dirt bikes fill this category. Some bikes are clearly more oriented toward the road, others are more suited to the dirt. Riders of these steeds tend to have a do-it-yourself mentality, and range more in age and experience than any other group.
Dirt, Motocross, Supermoto
Trail bikes, dirt racers, and an entirely new breed of motorcycle fill out this very broad class. For people who don't want to share the road with crazy people in multi-ton SUV's, a world of fun is available off road. These bikes are suited to competitive and non-competitive riding, with an emphasis on light weight, bulletproof design, and big power. Motocross-geared models take the performance seriously, and have a price-tag to prove it. Just-plain-fun dirt bikes use slightly older, heavier technology but tend to last longer with less maintenance. Supermoto has emerged from dirt racing as a crossover category. For this growing sport, dirt-type machines are souped-up and given new, asphalt friendly tires so they can crash through half-motocross, half-road courses and give riders entirely new and exciting ways to crash and fall.
Everything Else
There are far more options than what I've listed above- they are just the most common sub-communities and bike types one is likely to encounter when getting started. Manufacturers have realized the potential for combining two or more riding types in "crossover" bikes, such as the sport-touring and adventure-touring classes. Much like dual sport combined a neutral street bike with a powerful dirt bike, they offer a taste of both worlds, opening new possibilities to riders whose interests are not so narrow. And beyond that, a whole world of unique machines is available in the classifieds and local dealers that defy any description I have given.
Overpowered Machines
Motorcycles are loads of fun for many reasons, but chief among those is the sheer power they can produce relative to their low weight. Though some machines are more speed-oriented than others, it is rare to find a motorcycle today that can't get from 0 to 60 in under six seconds, a feat that less than 10 percent of cars are capable of. This is achieved by the use of high output, performance tuned engines in conjunction with low weight frames and components.
Motorcycle engines today are often capable of putting out more than 100 horse power, with some able to reach the 200 HP mark completely unmodified. This higher end engines tend to be found in the sport-bike class, whose weights vary from just 350 pounds to about 500 lbs. To put these numbers in perspective, small cards often have power outputs between 100 and 200 HP, but weigh more than 2000 lbs. The horsepower wars between sport-bike manufacturers have raged since the 1980's, more than tripling power in that time period. In addition, improvements in design, manufacturing, and materials are producing lighter and sturdier machines for these engines to power. Sport-bike weights have steadily dropped an average of nearly fifty pounds per vehicle in the past two decades.
These factors have yielded bikes that today, in stock form from the factory, could outrun the fastest racers from just ten years ago. Given that there is no requirement for motorcycling safety education when buying one of these wildly powerful machines, it is no wonder that motorcycle fatalities are rising. It is important for new riders to take into account the capabilities of their new ride before they twist the throttle and get themselves into a world of hurt.
Motorcycle engines today are often capable of putting out more than 100 horse power, with some able to reach the 200 HP mark completely unmodified. This higher end engines tend to be found in the sport-bike class, whose weights vary from just 350 pounds to about 500 lbs. To put these numbers in perspective, small cards often have power outputs between 100 and 200 HP, but weigh more than 2000 lbs. The horsepower wars between sport-bike manufacturers have raged since the 1980's, more than tripling power in that time period. In addition, improvements in design, manufacturing, and materials are producing lighter and sturdier machines for these engines to power. Sport-bike weights have steadily dropped an average of nearly fifty pounds per vehicle in the past two decades.
These factors have yielded bikes that today, in stock form from the factory, could outrun the fastest racers from just ten years ago. Given that there is no requirement for motorcycling safety education when buying one of these wildly powerful machines, it is no wonder that motorcycle fatalities are rising. It is important for new riders to take into account the capabilities of their new ride before they twist the throttle and get themselves into a world of hurt.
Tuesday, October 30, 2007
Save your skin! Buy the gear!
If it weren't for good gear, I would have a lot less skin and a lot more casts and braces today. Alert riding and knowing the limits of your bike and your own skills are definitely the two most key factors in rider safety. But for most riders, a day will come where those are not enough to keep both wheels on the road. If and/or when that happens, you are going to want something durable and protective between you and the asphalt. This is where the motorcycling community splits in two.
On one side lies the DIY crowd, who disdain the very notion of shelling out extra bucks for expensive (over-priced in their mind) gear when cheaper solutions exist. Often seen riding in Home Depot work gloves, thick military jackets, and construction boots, they save tons of cash. Unfortunately, these items tend to lose their toughness when being drug across pavement an unreasonable speeds. No matter the cost savings, inadequate equipment is rarely helpful in a road crash.
Gear geeks don't save money, but do save skin and bones. Though motorcycle equipment is notoriously over-priced, it makes up for this in its ability to truly protect you when you fall. My wreck could have been much, much worse had I not been wearing leather, gloves, and heavy duty boots when I went down. My jeans simply did not stand up to the asphalt, and ended up extremely torn up and ripped apart. They offered me far less protection than all of my legitimate gear. My ankles in particular would have been rolled, twisted or even broken without proper boots to keep them safe.
Undoubtedly, though, it was wearing a helmet that accounts for my being able to write this today. Had it not been for my brain bucket, I would likely have been killed, brain damaged, or in serious amounts of pain, given the intense scratching and dents along its surface. Riders have a choice with equipment, and especially with helmets- but riders who crash out are unlikely to value their cheap substitutions as much when they prepare to get back on the cycle. And riders who crash without helmets rarely have the opportunity or desire to ride again.
On one side lies the DIY crowd, who disdain the very notion of shelling out extra bucks for expensive (over-priced in their mind) gear when cheaper solutions exist. Often seen riding in Home Depot work gloves, thick military jackets, and construction boots, they save tons of cash. Unfortunately, these items tend to lose their toughness when being drug across pavement an unreasonable speeds. No matter the cost savings, inadequate equipment is rarely helpful in a road crash.
Gear geeks don't save money, but do save skin and bones. Though motorcycle equipment is notoriously over-priced, it makes up for this in its ability to truly protect you when you fall. My wreck could have been much, much worse had I not been wearing leather, gloves, and heavy duty boots when I went down. My jeans simply did not stand up to the asphalt, and ended up extremely torn up and ripped apart. They offered me far less protection than all of my legitimate gear. My ankles in particular would have been rolled, twisted or even broken without proper boots to keep them safe.
Undoubtedly, though, it was wearing a helmet that accounts for my being able to write this today. Had it not been for my brain bucket, I would likely have been killed, brain damaged, or in serious amounts of pain, given the intense scratching and dents along its surface. Riders have a choice with equipment, and especially with helmets- but riders who crash out are unlikely to value their cheap substitutions as much when they prepare to get back on the cycle. And riders who crash without helmets rarely have the opportunity or desire to ride again.
Get a Group
Whether you ride on the dirt or road, no matter how hard you push yourself or your bike ,and regardless of your skills and abilities, it is always safer to riding in a group. Especially on long rides, or trips that could take you far from civilization and medical aid, having some buddies with out can be the factor that saves your neck in a serious emergency. I learned this personally when I crashed miles from anywhere that could help me with my injuries. Without the help of the the people with me, there was no way I could have escaped my wreck with as few injuries and complications as I did.
So where can one find riders with similar interests and riding abilities to one's self? First and foremost, Craigslist is an excellent source of information on the subject. Guaranteeing you get both timely and local information, Craigslist has become the standard starting point for all things motorcycle. Meet ups, events, competitions, rides, and swap meets are available to interested riders who visit the site. Every city and region is different, but many, including Northern Colorado and Fort Collins, enjoy an active and busy two-wheeled culture online through this tool.
If Craigslist doesn't answer your questions and connect you to your local riding community, there are a few sure-fire ways to find a group that suits your taste. Depending on the crowd you identify with, bars, coffee shops, and dealerships all tend to attract riders. Cruise around Thursday and Friday evenings and keep your eyes open for bikes- they've led me to more than a few fun evenings kicking tires, exploring new routes, and connecting to other enthusiasts in general.
So where can one find riders with similar interests and riding abilities to one's self? First and foremost, Craigslist is an excellent source of information on the subject. Guaranteeing you get both timely and local information, Craigslist has become the standard starting point for all things motorcycle. Meet ups, events, competitions, rides, and swap meets are available to interested riders who visit the site. Every city and region is different, but many, including Northern Colorado and Fort Collins, enjoy an active and busy two-wheeled culture online through this tool.
If Craigslist doesn't answer your questions and connect you to your local riding community, there are a few sure-fire ways to find a group that suits your taste. Depending on the crowd you identify with, bars, coffee shops, and dealerships all tend to attract riders. Cruise around Thursday and Friday evenings and keep your eyes open for bikes- they've led me to more than a few fun evenings kicking tires, exploring new routes, and connecting to other enthusiasts in general.
Tuesday, October 2, 2007
Finding parts, finding help
Up until now, I haven't provided much other than my story. But from here on out, now that my background has been filled in, I'll be adding links and advice from my personal recovery and the quest to fix up the bike. Since I wasn't injured too severely, and the bike didn't take immense damage, I'm also focusing on the third issue that motorcycle crash victims must deal with- confidence. Getting back on the bike after a big wreck can be intimidating and nerve wracking, but with the right frame of mind and some time, those psychological barriers can be overcome.
First this week, some resources for finding parts and the expertise you need to install them yourself. I'll start with what may be the most essential page for any motorcyclist on the web: BikeBandit. In addition to their enormous catalog of aftermarket parts and accessories, BikeBandit also provides OEM parts straight from the manufacturers, and a full set of schematics for every model year of every model motorcycle since the 1970s. Nothing is more helpful than their diagrams and the very useful "zoom lens" feature that lets you quickly view the detail and the big picture of whatever you are working on. Great stuff!
Second, for injured riders who, unlike myself, were involved in a multi-vehicle accident, you MUST contact the AMA. The AMA is a rider advocacy group that sponsors racing and provides legal services to motorcyclists. Given the high number of injuries in motorcycle accidents, and the frequent use of the "invisible motorcycle" excuse, riders may find themselves in need of experienced representation. The AMA is the place to go.
Finally, finding the confidence and composure necessary to ride safely and comfortable can be tough. Many riders find help through professional riding schools, such as Freddie Spencer's. His Performance Riding School is renowned for improving skills, enforcing solid technique principles, and helping riders boost their confidence in their own abilities. Their focus in on the track, but is highly applicable to riding in the city and on the highway. I am enrolling in a spring session myself, and I hope that some time on a very fast machine where no one can give me speeding tickets will get me back on two wheels!
First this week, some resources for finding parts and the expertise you need to install them yourself. I'll start with what may be the most essential page for any motorcyclist on the web: BikeBandit. In addition to their enormous catalog of aftermarket parts and accessories, BikeBandit also provides OEM parts straight from the manufacturers, and a full set of schematics for every model year of every model motorcycle since the 1970s. Nothing is more helpful than their diagrams and the very useful "zoom lens" feature that lets you quickly view the detail and the big picture of whatever you are working on. Great stuff!
Second, for injured riders who, unlike myself, were involved in a multi-vehicle accident, you MUST contact the AMA. The AMA is a rider advocacy group that sponsors racing and provides legal services to motorcyclists. Given the high number of injuries in motorcycle accidents, and the frequent use of the "invisible motorcycle" excuse, riders may find themselves in need of experienced representation. The AMA is the place to go.
Finally, finding the confidence and composure necessary to ride safely and comfortable can be tough. Many riders find help through professional riding schools, such as Freddie Spencer's. His Performance Riding School is renowned for improving skills, enforcing solid technique principles, and helping riders boost their confidence in their own abilities. Their focus in on the track, but is highly applicable to riding in the city and on the highway. I am enrolling in a spring session myself, and I hope that some time on a very fast machine where no one can give me speeding tickets will get me back on two wheels!
Thursday, September 27, 2007
Repairs, Recovery
Seven weeks since the crash, and at last, the bike is getting worked on! I did a real assessment of the damage, and started removing broken plastic and damaged components. The good news is that only two pieces of plastic and the windshield need replacing, as well as a bolt that holds the handlebars to the crown. There's some aesthetic problems on tank- a giant gouge running the length of the plastic cover is especially ugly. But that's a $400 part, and it only contributes to the bike's look. I'll have to find a custom solution.
Since so little of the bike took any punishment and the damage done was relatively cheap to repair, I don't have to worry about a large bill. Two hundred dollars and a few weekends of work, and the bike will be where it was before the wreck. I sure wish my body had been that simple and quick to fix!
My wrist has surged forward in its recovery, and should be somewhat normal in a month or two. It won't be until then that I can get back on the bike, but its for the better. By the time I'm physically able to ride, I will have completed repairs on my bike, and it will be far too cold for daily commutes or weekly trips. But there's icing on this awful cake- I now have a great reason to enroll in an advanced riding school this spring. No matter how experienced the rider, there is always someone better who can help you become a safer, faster, smarter rider yourself. I'll be hitting the track on a sport bike, learning how to take high speed corners, avoid crashes, and drop the bike safely. Hopefully, a little more training will be another tool to keep me from ending up in the hospital again.
Since so little of the bike took any punishment and the damage done was relatively cheap to repair, I don't have to worry about a large bill. Two hundred dollars and a few weekends of work, and the bike will be where it was before the wreck. I sure wish my body had been that simple and quick to fix!
My wrist has surged forward in its recovery, and should be somewhat normal in a month or two. It won't be until then that I can get back on the bike, but its for the better. By the time I'm physically able to ride, I will have completed repairs on my bike, and it will be far too cold for daily commutes or weekly trips. But there's icing on this awful cake- I now have a great reason to enroll in an advanced riding school this spring. No matter how experienced the rider, there is always someone better who can help you become a safer, faster, smarter rider yourself. I'll be hitting the track on a sport bike, learning how to take high speed corners, avoid crashes, and drop the bike safely. Hopefully, a little more training will be another tool to keep me from ending up in the hospital again.
Subscribe to:
Comments (Atom)