TC1474

Which test did you pass? IAM, RoSPA? If RoSPA what grade did you get? If IAM did you go for the Masters or IAM 1? Or did you just do the ERS ?

it doesn`t matter how I attempt to answer that remark it will never be good enough .. you will pick fault with the answer.. so... No comment. Well that is down to you. I was not being judgemental (unlike you ) I asked the question in good faith because your comment came across as "You know better than everyone else" or "You are that good there is nothing more you can learn". Had you qualified your original comment, then I would not have said anything, because I hear it all the time from people who think that simply by passing their L test they have nothing more to learn.

Not at all, totally agree with you

I have a photochromatic visor that I was trialling at the time the factory I was doing some consultancy work for went bust and closed down. I have to say that it was brilliant and would go from clear to 80% in a fraction of a second and back to clear in a similar time. Downside was that it was very expensive, I mean major expensive. It is just a shame that the visor has out lasted the helmet. There was also difficulties in getting it through BS4110 accreditation which could have happened in time, but it would have added to the cost. The new visor from AGV is quite good http://www.motorcyclenews.com/news/2015/march/mar6agvisor/ but it does not go black and it needs to be re-charged daily, but none the less it is a step in the right direction. You can get light reactive pinlocks, but I have no experience of those as I wear a black or clear visor. I am not aware of any other reactive visors.

Although I am a senior RoSPA examiner, I have done my time as an IAM examiner albeit many years ago. I had to stop being an IAM examiner when I became chief motorcycle examiner for RoSPA although these days I am nothing more that a senior examiner. However, many are examiners for both, and in time I think that many civilian riders will become examiners as the number of class 1 riders diminish. Anyway, I get asked al the time what an examiner looks for on test, and so I wrote this a few years ago as a guide which some groups have also adopted as a guide as well, but it still remains relevant and is still applied to this day. I hope that it is not too boring for you, but that it gives you a flavour of what is covered at this level and what I and my colleagues look for when conducting a test regadless of which hat is being worn as it has nothing to do with the RoSPA or IAM standard, but an advanced stabdard which applies across the board. The RoSPA (and now the IAM Masters and IAM First) advanced riding test is regarded as the most comprehensive and challenging available to the public. A RoSPA Gold is one of the highest civilian riding standard available and the holder will be a master of his or her art. If you pass the test you will have the satisfaction of knowing that you really are a good rider. The following notes give points which examiners will look for during a test, but they do not replace the need for full knowledge of Motorcycle Roadcraft and The Highway Code. The general appearance of a motorcycle says a lot about the rider. The examiner will expect to see that your motorcycle is legal and in a roadworthy condition. It is easy to see a motorcycle‘s transmission and hydraulic fluids. You should ensure that levels and linkages are correctly or properly adjusted. The clothing, both in terms of its physical protection and high visibility/conspicuity, you wear as a rider is all important to your own safety. The examiner will expect you to wear appropriate clothing and footwear. He will wish to see that your helmet meets British Standards and is in good condition, securely fastened, with a clean, unscratched visor. Any bags or containers must be securely fastened to the machine. It is unlikely that anyone will gain a high grade without a good knowledge of Motorcycle Roadcraft, the police rider‘s handbook, which is available to the public at most bookshops. Local groups have experienced and trained tutors who will, free of charge, assess your performance. provide advice and support as you prepare for the test. You may not be fully practised in the application of the police system of riding as the advanced police rider. They have spent many weeks of full time training in order to achieve this standard. We appreciate that most members of the public will not have the riding time to reach this level of excellence. However, the examiner will be looking for a satisfactory display of safe, systematic and smooth riding. He will explain, in the test debrief, any points which are causing difficulty, giving advice and sometimes practical ways of overcoming them. All Association examiners will have had considerable experience of many types of vehicles at police advanced level and many are also police instructors. You will be expected to use all controls smoothly and with finesse. Steering: This should be smooth and controlled. He will watch to ensure that you can manoeuvre at low speeds and at higher speeds in line with safety and speed limits. Clutch: Your use of the clutch should show smoothness, delicacy and timing with the gear change lever. Gears: The way you use the gearbox will tell the examiner a lot about your ability. He will consider the way you make the change, your ability to match engine revolutions to road speed and how you use the gearbox when slowing to a stop. Brakes: How you use the brakes will play a big part in the examiner‘s final assessment. He will look for smoothness, early braking at the right place in the system, a careful balance of front and rear brakes to avoid pitching and skidding, and progressive change of brake pressure to bring the motorcycle to a smooth stop. Throttle: The throttle mechanism is spring loaded to its closed position. You must accustom yourself to this if you are to achieve smoothness. The examiner will want to see you displaying acceleration sense and, most important on a motorcycle, varying the power transmitted according to changes in road surface conditions. Rear observations: Rear observations play a big part in the system. It is important that the rider is aware of conditions to the rear as well as to the front to enable the early formulation of a riding plan. The timing of rear observation by using the mirror and shoulder checks will be examined. They should be made only when the act of looking away from the front is not in itself a hazard. Horn: The examiner will note audible warnings given. The horn should only be sounded when necessary, when all other safety features have been implemented. Visibility: Clean mirrors, windscreen and helmet visor are essential, particularly in wet conditions. Using demisting fluids and polishes to keep a clear view in the rain is important to a motorcyclist. Smoothness: Moving off and stopping must be smooth and safe. Good shoulder checks are essential before moving off. The rider should be able to control the machine at low speeds. The examiner will expect a careful balance of throttle and brakes. He will note the rider‘s choice of which foot to put down when stopping. The thinking rider will be able to place either both feet on the ground or balance with one foot while the other one works a control. To prevent the machine from rolling when stationary, one of the brakes should be kept applied where appropriate. System: The examiner will expect to see you demonstrate your understanding of the system, as outlined in Motorcycle Roadcraft, and the correct sequence of your riding actions. He will observe your hand and foot actions for balance and the timing of your signals. To do this the examiner may not be in the position behind you that you may expect. Do not be disconcerted. He may be checking that your rear observations are really to seek information, and not just a habitual or reflex action. Do not treat him as following traffic for the purpose of considering whether or not to give a signal. The use of the system as outlined in Motorcycle Roadcraft is the cornerstone of advanced riding and inconsistencies in its application will affect the grade awarded. To achieve a gold or silver standard you should apply the system consistently throughout the test. A bronze grade may be typified by inconsistencies in its application. Positioning: The examiner will note how you position your machine for safety, stability and view on the approach to hazards both on the open road and in urban areas. He will note your use of lanes. You should be able to position the machine in order to obtain the best view that is available all the time. You should also understand that at times a position for view or speed will have to be sacrificed for the sake of safety. When you are riding round bends and corners, and not overtaking, you should not cross marked centre lines and should not cut corners when entering marked junctions. RoADA believes that to do so is potentially dangerous because such actions may be the result of entering the hazard too fast and may confuse oncoming and following drivers. The Highway Code supports this view. If anything untoward happened during such a manoeuvre the driver might be seen to be at fault and might then blame RoADA for teaching or condoning this action. If there are no centre markings then some movement over the centre of the road may be acceptable It is again emphasised that the mark of an advanced rider is always to be able to place the machine precisely where it belongs under all conditions and that it should be in the right place, travelling at the right speed and with the correct gear engaged. Cornering: The examiner will watch how you ride around corners and bends both in urban and rural areas. He will look at the line you take to ensure it gives the optimum view and safety margins. You will need to demonstrate that the principles and safety features of cornering are correctly applied. Signals: You should always remember that signals are the language of the road. You will need to consider the use of signals to warn other road users of your presence and intentions. They should therefore be given clearly and in good time. Arm signals should be given when appropriate to reinforce any mechanical signal. All these points will be noted by the examiner, who will also be observing your reaction to traffic signs. Speed: Advanced riders must be capable of controlling their machine at speeds up to the legal limit where it is safe to do so. While the use of speed must at all times be safe and legal, the examiner will want to see a brisk ride with good progress being made where possible. A driving plan that relies on exceeding the speed limit to complete a manoeuvre is unacceptable. If you consistently exceed the speed limit the examiner will stop the test and you will fail. Overtaking: While overtaking manoeuvres are inherently dangerous, they are a necessary element of the concept of good progress. However, they must be conducted safely and within the speed limit. Deportment: Rider and machine must blend harmoniously at all times. The controls should be adjusted so as almost to become extensions of the rider‘s limbs. Posture should be natural and comfortable. Lying flat on the tank or hanging off the seat when cornering should be treated as unnecessary for the road rider. Quiet efficiency is the hallmark of the good rider. Your consideration for other road users and your self discipline will reveal itself as will your temperament which, when riding, should be calm and relaxed but decisive. Vehicle sympathy: We expect Association members to respect their vehicles and develop motorcycle sympathy to the benefit of the current and future rider. Observations: One of the principal differences between the novice and the advanced rider is the huge amount which the latter sees and applies to the riding plan. You will be expected actively to seek information about changes in the short, medium and distant views. It is not enough merely to acknowledge a change because the examiner will wish to see evidence of observational links and how you cope with what you have seen. Judging distance: Your ability to judge distance and relate it to the speed of your own and other vehicles will be noted together with the way you link this ability with your braking and acceleration. Motorways and Dual carriageways: Joining the motorway can be from either lane of the slip road and will depend on traffic conditions. The use of the different elevation of the slip road and the motorway may give a better view of the motorway. Acceleration sense should be used to achieve an appropriate merge speed. Speed and following distances should be appropriate for the conditions. When leaving the motorway the candidate should be in lane 1 before the 300 yards marker and, if necessary, signalling that intention. Knowledge: At the conclusion of the test you will be asked several questions on The Highway Code, Motorcycle Roadcraft and basic motorcycle mechanics. You must be familiar with these two publications. There are a few things about how motorcycles work that every rider must know. Your motorcycle handbook should provide sufficient data for this part of the test. Be assured, no-one will be trying to catch you out. Know your subject well and you will not go far wrong. It is worth mentioning that through membership of RoSPA local groups you are likely to have many questions answered by the members who have already taken a test. It is unusual for a rider without some form of advanced rider training to obtain a high grade. Local group tutors group can help an their help and advice are free As a footnote, anyone who obtains a RoSPA gold or an IAM Masters should be capable if given the opportunity of attaining the Police class 1 standard with the minimum of training and wich is why most blood bike groups require their riders to hold one of these qualifications as a minimum.

IAM First and IAM Masters also now have a retest requirement, and IAM standards have certainly improved since they introduced the Masters and the First.

Its allowed me to make a 40 year (so far) career out of motorcycling from being able to get paid for riding Police bikes full time, to instructing and examining and visiting many parts of the world get paid for it. On top of that it has kept me alive and I know of several others that it has also helped survive. I have also been very fortunate in that it has allowed me to do many things that many people could only dream of being able to do, so has it been worthwhile? You bet it has..... But in all seriousness, any instruction is only as good as the person providing the instruction or the group that you belong to. When examining I see a lot of rubbish potentally dangerous instruction. If you are thinling about instruction, do your homework first or get some recommendations. Your that good are you?

Is this another nail in the coffin for Top Gear? http://www.motor1.com/news/131381/top-gear-test-track-development/?utm_content=bufferca5ee&utm_medium=social&utm_source=twitter.com&utm_campaign=buffer

I think this is called getting your revenge http://cars.aol.co.uk/2016/12/15/homeowner-gets-revenge-on-van-driver-blocking-driveway-by-pinchi/?webmail&ncid=aolshare_twitter

Blimey you are going back a bit. They stopped importing FM at least 12 years ago. But I still go back to my original point if it was from a UK dealer, then it is more than likely a recognised brand.

Which is why I asked the question "where and who was it purchased from" That is what is relevant. If it is a recognised dealer they are not going to risk prosecution by knowingly selling non accredited helmets which is why make and model is irrelevant. I have only dealt with one case of a fake helmet here in the UK before and that was a fake AGV that split down the middle. Make and model only beomes relevant if it is a non recognised brand which I would imagine the OP would have advised had that been the case

What does it matter? Makes no difference regarding approval or legality is concerned

Can you expand on this? You seem to be saying that having a back protector is worse than not? I have covered this in some depth in the past. In some cases a back protector can actually be the cause of severe injuries, especially those that are worn as a seperate item as opposed to those built into leathers (or textiles) and is made of memory foam. The same rules apply to a seperate back protector that applies to a helmet. Fit is all important. If it doesn't fit right and can move around as you slide down the road, it can ride up and break the neck. It has nothing to do with the quality of the protector but the poor fit, poor knowledge of retailers and riders placing too much emphasis on a back protector being the be all and end all of protection. We actually had fewer spinal injuries and papraplegic injuries when kit was not as sophisiticated as it is now back in the day. The only thing that has improved significantly is the severity of head injuries, and then it is not down to the helmet but the poor fitting, being sold the wrong size in the first place, poor dealer knowledge and people making statements of fact based on what a mate says. Back protectors falls into that bracket.

No it isn't. It can be beneficial in some circumstances, but in 99% of crashes it makes no difference and in many crashes it has been the cause of paraplegia and tetraplegia.

Where or who did your wife buy it from? The kite mark was abolished several years ago when BS6658-85 was replaced by EC22/05. So you won't get a kite mark anymore, but it will have the EC22/05 markings somewhere if it was purchased from a UK retailer. As far as fit is concerned, is it a comfortable fit or a tight comfortabe fit? If it is a regular comfortable fit then it is too big for you and will become even bigger as the liner moulds and gives.

I stopped reading most mags when they kept asking me for interviews and then constantly misquoted me. When I asked them why they did that, they told me that sensationalism sold magazines and it did not matter to them if I was misquoted. So I stopped giving them interviews and stopped buying. These days I look at stuff online, and South East bikers magazine (http://www.southeastbiker.co.uk/) mainly because I know Nick and Debbie the publishers very well, I write the occasional article for them and they cover real world motorcycling. The rest I would not even use for fish and chip wrappings these days

I enjoy the break from work, but I am sure I would enjoy more festive spirit if the build up started on the 1st of December not the 1st of July! The build up seems to start earlier and earlier and by the time it arrives I am already p1ssed off with the idea of Christmas. All xmas advertising and any mention of xamas should be banned until the 1st of December.

The worry is, if it survives it is likely to produce offspring as well.

I did read somewhere that MI5 and MI6 are not allowed to speed or pass red lights even if responding to an emergency! They do not respond to front line emergencies, but they are just as much subject to the law as the rest of us. The only person who cannot be prosecuted in the country is the Queen. She cannot prosecute herself Not my trade anymore, that was a previous life. I work in a different area of law now, and training given today is very different to the training I was given back in the day.

How does anyone know what they are responding to unless you are monitoring radio traffic (as you used to be able to do)? Simple answer is You don't. I go back to my original comment. You do not have to be on an emergency call to be in a position to be required to exceed the speed limit. Even Panda cars can exceed the speed limit if deemed an operational requirement. What they could have done (had they been more switched on ) is radio'd in the fact that they were being tailed by a vehicle matching their speed which is xxx above the limit and requested that a traffic car in the vicinity take over and stop and reort the driver and then all the Panda car crew would need to do would be to submit a statement and a speedo callibration check, Simples As Mr Brightside will possibly confirm, it is called "The ways and means act" A coppers most valuable asset and still used today I believe

If a Police car gets caught on a camera, the driver is just as liable as any other driver unless they can justify the excess speed and this is usually either confirned by the cameras showing that they were on lights, or radio traffic is recorded and retained for a period of time along with a log so it can be confirmed that there was a genuine need to exceed the limit. In my day when we were double crewed, the observer would often send a quick radio message to the affect that the crew were about to activate a speed camera so it flagged up the issue straight away. Fire and Ambulance services are in the same situation. They have to obey the same rules as Police drivers.

If it is a marked vehicle any marked vehicle and you fail to stop, you commit the offence of failing to stop. It is rare that you will find a Panda car crew stopping vehicles on a Motorway, but it does happen frpm time to time. Highways Traffic officer only have limited powers to stop traffic, but again it is rare for them to need to have to do this. Usually only applies where the carriageway has been closed off at the junction or they are putting on a rolling road block, but even then rolling blocks will usually be done by a traffic car. So to go back to your original question, you have been fed BS

The driver in any Police vehicle can do you. Panda car drivers, van drivers, it matters not, but they can only do a following check which has to be over a minimum distance of 3/10 of a mile on non motorway roads and 1 mile on Motorways. They then have to get the accuracy of the speedometer checked for callibration and accuracy as this forms part of the evidence, and so for divisional personell it is too much aggravation, where traffic cars (and bikes) are fitted with callibrated speedos and their accuracy is checked every week over the measured mile at 30 and 60MPH. Highways Traffic officers have limited powers but speed enforecement is not one of them, although there is some talk that this may change in the future.

As someone who did the job for 25 years and teaches traffic law, let me clarifynthe situation, Police drivers aremrequired to obey the sane traffic laws as you and I have to comply with. End of........ However, Police drivers are permitted to exceed the speed limit if it is required in order to perform their duties. For example doing a following speed check. They may be on an emergency call but what is called a silent approach is required, in other words no sirens or blues. They may be required to get from point A to point B rapidly without drawing too much attention to themselves, for example to intercept a target vehicle, the list goes on and it is a judgement call the driver has to make which is why most forces no longer allow drivers of Panda cars to get involved in pursuits. On an energency call, the some traffic laws can become flexible. For example going through a red traffic light may be treated as a "Give Way" they can go the wrong side of traffic islands and so on, but.... the onus of responsibility and liability remains with the driver. In other words if the driver gets it wrong he (or she) has to answer for it and they run the risk of double jeopardy as they can get done by the courts as well as internally on a disciplinary. There may be slight variances from force to force but not that many, and if you have been tol by a serving copper that they can only speed if displaying blues and two's the he needs to get sent back to his force driving school because I don't care what force he is from, he is wrong and I know quite a few Avon and Somerset Traffic cops (Bristol) and they work to the same policy as everyone else.

If anyone is interested, this will give you a flavour of what was said. This was with BFBS Radio. The interviews with the other stations went pretty much along the same lines " url=" ">