Group Riding: Why do we ride in groups?
There are many advantages for riding in a group:
In addition, with the planned stops along the way at the local Cracker
Barrels it is the perfect time socialize and consume large quanities of food
and icecream.
Grou=
p Riding:
Why Not?
Group riding is not for everyone. It requires a
ertain conficence level of feeling safe in a group enviornment. It requires=
a
certain level of skill and self-discipline. It can restrict an individual
rider’s options as to speed, changes in route, and lane positioning a=
nd
many other factors.
Group riding is not for everyone.
When I first started to ride it was clearly not for me. For me to
attempt to ride in a group without having good basic riding skills and a go=
od
sense of what others in the group are likely to do -- and what they expect =
you
to do -- is an invitation to an accident, one that may involve damage and
injuries to more than one bike and one rider. It is easy to get side tracked
and loose consentration with all the CB chater etc.
Group riding requires good communications, courtesy among riders and a
willingness to look out for the safety of others while riding your own ride.
Those who are concerned and don’t wish to ride in a group can still r=
ide
your self and arrive at the same destination as the group at the day’s
end. I actually still do this if I am not comfortable with the group. If your=
not
comfortable on a ride don’t hesitate to let the leader know. If the ride in=
still
not within your comfort level don’t hesitate to drop out of the
group and ride your own ride.
Our chapter will always adapt to any rider in the group if we are aw=
are
someone is not within their comfort level.=
Other groups I have riden with really
don’t care. Ride your o=
wn
ride.
Rule=
s: Who
Needs Them?
The following guidelines for riding in a group are not gospel. There are
situations in which they don’t apply. At most responsible group rides=
, a
riders’ meeting will be held prior to departure, in order to clarify =
what
is expected of all the riders who are to participate. If you find yourself
uncomfortable with the riding style of a group at any time, DROP OUT<=
/u>.
Your safe arrival at your destination is far more important than conforming=
to
rules you don’t like or don’t understand.
People who ride in a group usually appreciate knowing what they are
expected to do, and what to expect from others who are taking part in a
hazardous sport in close proximity to them. Road Captains and those who
frequently ride lead or drag are particularly urged to become familiar with
these terms and guidelines in order to explain them to other riders who may
show up for a scheduled ride without having any group riding experience.=
Following basic rules of group rid=
ing
and having a clear understanding of our chapter rules will privide a higher
degree of safety for everyone on the ride.
Some=
Common
Group Riding Terms
Pack: a number of motorcyclists who ride together, generally without
maintaining fixed positions or distances between bikes. Packs are occasiona=
lly
seen with 20-50 motorcyclists in a single formation. Avoid this type of gro=
up riding
at all cost.
Group: a small number of motorcyclists who ride
together maintaining a generally fixed distance between bikes and maintaini=
ng
fixed positions within the formation (usually no more than six per group is
recomended). On rides in which participation by a large number of motorcycl=
ists
occurs, it is common to have riders divided into
several groups and to name them Group 1, Group 2, etc. This facilitates rad=
io
communication when several groups are listening to the same broadcasts and
traffic coordination on the same CB channel. When more than 6 bikes are in the =
group
great care should be taken as risk increases with the number of rideres in =
the
group.
Road Captain: a person who talks to the group prior to t=
he
ride. It is the person that will usually plans the ride and often leads the
ride. However, the Road Capta=
in may
not ride lead for a particular ride.
Lead Bike: a person who rides in the most forward pos=
ition
in a group and who relays information to all other riders in the group via =
hand
signals and/or CB communications. The Lead Bike determines the group’s
direction, speed, choice of lane, and formation. He or she often must make
quick navigation decisions in the face of road hazards, changes in road sur=
face
conditions, poor signage, construction and other obstacles while maintaining
control of his or her bike and communicating to those following. It is the
responsibility of the Lead Bike to select a Drag Bike with whom communicati=
ons
will be coordinated during a ride. If there are three groups on a ride, the=
re
will be three Lead Bikes and three Drag Bikes. If at all possible, the Lead
Bike and Drag Bike&nbs=
p;
should be equipped with a CB.
Drag Bike or Sweep: a person who rides in the last position in=
a
group and who relays information to the Lead Bike regarding the other rider=
s in
the group, traffic patterns, equipment problems, etc. he or she observes the
bikes to the front as well as all approaching traffic from the rear. The Dr=
ag
Bike must secure a lane for the rest of the group during lane changes into
faster traffic (move first to block oncoming traffic) and close the door (m=
ove
to block passing traffic) when a lane is lost in a merging lane situation. =
This person need to be experienced in group riding.
Cage: any vehicle that is not a motorcycle, but is usuall use in reference =
to
an .automobile.
Four-wheeler: any vehicle that is not a motorcycle excep=
t an
18-wheeler, or a trike.
Group Parking: a formation in which all bikes in a group =
follow
the Lead Bike in single file into a parking lot, making a U-turn such that =
they
can all line up next to each other in the space available with the rear of
their bikes against the curb or edge of the lot, the front tires pointing
outward.
Parade formation: a formation in which all the motorcyclists=
in a
group ride two abreast. This is seldom done by our group due to safety. However is is common in parade
situations (slow speed.)
Single file: a formation in which all the motorcyclists=
in a
group ride in one track of a lane.
Slot: any position within a group of riders in the right track of a lane,
farthest from oncoming traffic.
Staggered formation: a formation of motorcyclists in a group in=
which
the Lead Bike rides in the left track of a lane, the next bike in the right
track or slot, and the next bike in the left track, and so on. Bikes in a g=
roup
generally maintain a minimum interval of two seconds travel time between bi=
kes
in the same track, and one second travel time between each bike in the grou=
p.
In a staggered formation, a rider still commands and may ride in the entire
width of his lane as needed. Group riders may also ride single file or two
abreast. The Drag Bike may ride in the left or right track depending on the
number of bikes in the group. It is preferable for the Drag Bike to ride in=
the
left track, so as to have the same visibility line as the Lead Bike. There =
are
times where a larger time interval between bikes is safer and other times w=
hen
you need to be in a tighter formation of safety. However, you should never
closer than 2 second travel time between a bike =
in
your same track.
Track: We
typically use three zones.
Two abreast: a formation in which the members of a grou=
p ride
adjacent to each other in pairs, used when riding in parade formation. Used
after stopping at signs and traffic signals so that riders can get through =
an
intersection quickly and together if possible. When departing from a stop, =
the
rider in the left track normally pulls out before the rider on the right,
returning to a staggered formation.
Road Captain’s Job: Preparing for a Group Ride
When a number of motorcyclists are invited for a group ride, the riders=
and
their co-riders gather at the appointed time and place, often without knowi=
ng
their specific destination or route from that point on. The Road Captain for
that ride will have a route in mind and when possible, have pre-ridden the
route within the past week in order to look for construction and road surfa=
ce
problems and other situations which might affect the safety of those who ar=
e to
participate. The Road Captain will appoint or volunteer experienced riders =
to
serve as Lead Bike, depending on the total number of bikes and the number of
groups required. Each Lead Bike will then select a person to ride as Drag B=
ike
for that group. The other riders will determine which group they are going =
to
ride in, and if there is an inexperienced rider along, will usually ask the
Lead Bike to make suggestions on group positioning. The Lead Bike should
determine roughly the experience level of each rider in his or her group be=
fore
departing, putting the rider with the least experience in group riding
immediately in front of the Drag Bike in the slot position. If the last open
position before the Drag Bike is not a slot, the least experienced rider sh=
ould
be in the last slot position available, away from oncoming traffic. If the =
ride
is to fast for the experience level of all riders the rubberband effect can=
be
a big problem. Drag bike shou=
ld
keep close eye on this situation.
(Rubberband effect will be discussed later.) The Road Captain will usually prov=
ide a
Route Memo or will have copies of maps or directions to give the members of=
the
group (this should be supplied to all riders), and will have a rough idea of
times and distances to be traveled, suggestions for rest stops, food and ga=
s,
etc. He or she will then conduct a short riders’ meeting to establish
that each group has a designated Lead and Drag Bike, to review group riding
guidelines briefly, to alert the riders of potential hazards, to discuss
communications within and between the groups, to review hand signals if the=
re
are riders without CBs, and to answer any questions about the ride. If there
are several groups of riders, the Road Captain expects all Lead Bikes to fo=
llow
the route which has been laid out and not to initiate changes in the route
except in an emergency. In case of problems that require emergency personne=
l or
re-tracing a route to find a disabled rider or part of a group which has go=
tten
lost, it is much easier to locate the person(s) sought if all groups follow=
the
same path to their common destination. It is not unusual for groups of ride=
rs
to be separated by several miles and to find themselves out of CB range from
other groups during a long trip or in heavy traffic. It is also not unusual=
for
groups to break up briefly in traffic, requiring someone else to serve as L=
ead
Bike or Drag Bike for a fragment of a group, for a period of time.
Rider’s Job: Preparing for a Group Ride
Riders are expected to arrive on time at the departure point with a full tank of gas, in proper attire for the conditions, and physically ready to r= ide (potty stop made etc.) If a r= ider brings a co-rider (a passenger) for a group ride, he or she is expected to manage and attend to that passenger’s needs personally, before the riders’ meeting. Sugges= ted jobs for the co-rider during the ride: Watch out in traffic for anything th= at may detract from a safe ride: two pairs of eyes are better than one. Do not assist the rider by leaning in turns, but look over the rider’s inside shoulder on curves. Wave at all other bikers, children, anyone who shows interest in the riders, and law enforcement officers on their feet. In group riding, Your co-rider should be aware of all hand signals so they can warn following bikes of road hazards, slowing down etc<= o:p>
Norm=
al Group
Riding Maneuvers =
Entering Traffic
When the Lead Bike for each group sees that all riders are helmeted,
sitting on their bikes, motors running, and ready to depart, he or she will
check for traffic and enter the roadway. Usually the Lead Bike will not att=
empt
to exit a parking lot unless there is room for all or most of the group to
follow immediately. If the group is split, the Lead Bike will normally take=
the
slow lane and keep the speed relatively low until the group can form up in =
the
positions the riders will keep for the duration of the ride. This may mean
traveling slower than surrounding traffic, to encourage four-wheelers to pa=
ss
and allow the group. Regardless of the Lead Bike’s signals, a ride=
r is
responsible for his or her own safety at all times. Ride Your Own Rid=
e. Once all members of the group are
together, the group will take up a staggered formation and will stay in it =
most
of the time during the ride, unless the Lead Bike signals for a change or t=
he
need for a change is obvious. Reasons for changing out of a staggered forma=
tion
could be a passing situation or poor road surface (single file), dog or oth=
er animal
charging the group (split the group), or coming up to a traffic signal (two
abreast while waiting for a light). Heavy traffic, light traffic, bridges,
narrow crossings, twisties are examples of times formations may change.
Changing Lanes
When a group of motorcycles is changing lanes, many safety consideratio=
ns
come into play. Should every rider move into the adjacent lane at the same
time? If not, should the Lead Bike go first, or should the Drag Bike move f=
irst
to “secure the lane”? When the Drag Bike radios to the group th=
at
the lane is secured, is it really? What if another vehicle sees a gap in
traffic and tries to cut into the group? If part of the group gets separated
from the other riders, should everyone change relative positions (tracks) s=
o that
the new Lead Bike is now riding in the left track? The recommended procedure
for a group lane change maneuver depends on how the surrounding traffic is
moving at the time. The goal for the Drag bike to creat=
e a
gap into which the other bikes can fit. Regardless of what oth=
er
riders in the group are doing, each rider must personally check to see that=
the
new lane is clear of traffic before entering it.
Our groups wihen possible likes to look like=
a
polished group of riders. When
traffic allows we like to change lanes as a group in a specific order. It goes something like this. The L=
ead
Bike signals and asks the Drag Bike for a lane change and announces to the
group via CB and turn signals that the group will be moving to the left or
right. Then the Lead Bike asks the Drag Bike to “secure the
lane.” The Drag Bike sh=
ould
normally respond with “Stand by.” All other bikes maintain their
position while this occurs, putting their own turn signals on to indicate t=
he
move to be made. The Drag Bike then moves first when a space in the lane to=
the
left opens up and radios to the Lead Bike and the group, “The lane is
secured.” No one is to change lanes at this point, however! First, ea=
ch
rider must make certain the lane is clear by actually turning his head to
insure that there is no other vehicle still approaching the group in the le=
ft
lane. If a vehicle is still moving up beside the group, the Drag Bike will
usually say, “After the red truck,” or “After the station
wagon,” etc. Whether or not a warning is given by=
the
Drag Bike (who may have other concerns with the traffic to his rear), each
rider must do a head-check before entering a faster-moving lane. The=
re
is still no lane change until the Lead Bike signals bikes to change lanes.<=
span
style=3D'mso-spacerun:yes'> The lead rider will say “Loo=
k Left
….Move Left”
At that point you will look to the left and move to the
left. You will move to the sa=
me
track in the that you occupied prior to the move=
. When this is done correctly it loo=
ks
really sharp. Some organizations do not recommen=
d this
type of lane change,&n=
bsp;
Instead they teach that all bikes enter the gap form rear to
front one bike at a time. Our=
group
does not normally practice this type of lane change move.
Passing
On a busy two-lane road, oncoming traffic typically prevents a group fr=
om
passing a slow-moving vehicle while in formation. Each member of the group =
must
accomplish two lane changes in order to pass, and this usually is done on an
individual basis.
Regardless of what a rider is told by others=
in
the group about oncoming vehicles, each rider must personally check to see =
that
the oncoming lane is clear of traffic before entering it.
If oncoming traffic requires the group to pass individually, the Lead B=
ike
will signal the group to move into a single-file formation and will announc=
e that
the group members are to pass the vehicle one at a time. The forward member=
s of
the group will gradually position themselves in single file in the left tra=
ck
to prepare to pull into the oncoming lane. The Lead Bike will usually wait =
for
a gap in oncoming traffic that is big enough for more than one bike to pass,
but this is not always possible. When a safe interval is observed, the Lead
Bike will put its left turn signal on and pull into the oncoming lane. After
passing the “obstacle,” looking in the rear view mirror for
clearance and actually turning the head to be sure the lane is clear, the L=
ead
Bike then signals that it is moving into the right lane and does so, taking=
its
normal position in front of the slower vehicle(s) in the left track. The Le=
ad Bike
must then maintain or even slightly increase its speed.
As with a lane change to the right, each bike should be aware of the ne=
ed
to create a gap into which the next bike in succession can fit after overta=
king
an obstacle. For this reason, each bike should maintain speed after passing,
until the Drag Bike has passed and the group has re-formed.
Special care should be taken when passing not to focus on distant oncom= ing traffic to the point of establishing “target fixation.” The rid= er should continue to scan the environment for hazards and should plan escape routes in case of the unexpected; for example, the “obstacle” m= ay come to life again when he sees motorcycles passing him and may accelerate while the rider is still in the oncoming lane, exposed to additional risk.<= o:p>
After he has passed the slower moving vehicle, the Drag Bike will usual=
ly
notify the Lead Bike that the group is intact again by saying,
“We’re saying we are all together or in the case of DJ Dave&=
#8230;”
Quack Quack.”
Spacing Out
Especially on less-congested rural backroads, the riders in a group may
spread out to create larger intervals between motorcycles. This allows a ri=
der
to relax a bit, to enjoy the scenery and the ride. If no four-wheelers are
trying to pass the group, this is fine. However, the riders should remain c=
lose
enough to each other to be able to see hand signals being passed back from =
the
Lead Bike. Also, if a group is at maximum size and the riders spread out too much=
in
hilly terrain, CB communication between the Lead Bike and the Drag Bike may=
be
severely tested or lost. The Lead and Drag Bikes cannot work together if th=
ey
can’t communicate.
Checking Out The Curves
In this section I am refering to curves in the road not pedestrians on =
the
sidewalks. On any stretch of curvy road and in any corner, a group should r=
ide
in single-file momentarily, to enable each rider to corner at his own speed=
and
to have as much room as possible for maneuvering. This is especially import=
ant
to riders with little experience in a group, as they may “wobble̶=
1;
or be nervous about making turns with another bike to their side or riding
close behind them. This is an accepted variance to staggered formation; usu=
ally
the Lead Bike will not signal for single-file at each turn but will expect =
the
riders to choose their own path of travel.
Odd Formations and Maneuvers
Odd formations may be necessary in group riding when there is a member =
of
the group which is not a standard, two-wheel motorcycle This includes three-wheeled motorc=
ycles
(“trikes”), bikes with a sidecar (“hacks”), bikes
towing a trailer, or four-wheelers.
In each case, other than for four-wheelers, it’s a good idea to p=
lace
these at the rear of the formation, in the last available slot. The group
should also allow extra clearance and reaction time for a bike towing a
trailer. Instead of a two-second interval between that bike and the next, a=
nd a
three-second interval between it and the bike directly behind it in the same
track, these minimum times should be doubled. For trikes and hacks, it is n=
ot
so important to position these riders in a slot, but it is still a good ide=
a,
because these vehicles do not handle turns in the same way a motorcycle doe=
s.
If there are several bikes towing trailers in a group, they should generall=
y be
riding at the back of the group, even if they are not all in slot positions=
.
When a four-wheeler is a part of a group, it should trail the group beh=
ind
the Drag Bike. It helps if the four-wheeler is equipped with a CB radio.
Additionally, that vehicle should drive with its headlights on at all times=
, to
enable the Drag Bike to distinguish it from other cages if possible.
Hand Signals<= o:p>
Certain hand signals are used in group riding: turn signals on the bikes
ahead will usually advise a rider without a CB that a turn is coming up.
However, hand signals are extremely helpful to the rider who has no other m=
eans
to communicate.
One of the most important hand signals for a non-CB equipped rider is
pointing to an obstacle in the road, warning the following riders to avoid
it. All riders in the group s=
hould
know the hand signals we use.
Co-riders should know them as well:
Exceptions to Normal Guidelines
The often-heard rule, “Ride Your Own Ride,” means that any
guideline for group riding can and should be ignored when you feel your saf=
ety
is jepordized. Determining whether this is the case and acting prudently is
each rider’s individual responsibility at all times. If the group is =
moving
to fast ask them to slow down. If
you need a rest tell the group you need to stop. If for any reason you feel
unsafe drop out of the group and somone will drop out with you. We will never leave a bike behind =
unless
you request to be left behind. Under normal circumstances, the Lead Bike wi=
ll
choose a lane, will determine the speed at which the riders are to travel, =
will
suggest the formation which makes maneuvers most safe, and will navigate.
Common exceptions to these guidelines occur with a rider who is not yet
experienced with group riding. If a maneuver looks too dangerous or awkward=
for
the new rider to complete safely, he or she should do what he needs to do to
protect himself and avoid an accident. This may mean passing up a turn or
taking it very slowly, or going more slowly through a curve than the riders
ahead of him.
Each rider commands his entire area within a=
lane
and may move to left or right in it as required. This is why maintaing a safe dista=
nce is
so critical in a group ride.
Another exception: the Drag Bike may not travel in the same path as the
rest of the group. If, for example, a two-lane road is narrowing so that a =
lane
is about to be lost, the Drag Bike will frequently “close the door=
221;
by moving out of the group’s staggered formation into the lane which =
is
soon to disappear. This is to prevent a four-wheeler from trying at the last
minute to pass part of the group and then have to cut into it when the pave=
ment
runs out. Even if the riders near the back of the group observe that the Dr=
ag
Bike is no longer in the position where he has been riding most of the time,
they should maintain their own place in the group.
Rubber-Band (“Yo-yo”) Effect
Reaction time for a motorcyclist when confronted with an unexpected thr=
eat
is, on average, about one second. If the need to react is anticipated (such=
as
when a turn has been announced), then riders can usually react within about
half a second after the bike ahead begins to react. When a group of riders
change speeds very gradually, however, it usually takes two or three seconds
for a rider to recognize this and begin to change his speed to maintain his
position in the group.
This doesn’t sound like much time, but experienced group riders
manage their risks reasonably well with a minimum one-second interval betwe=
en
each bike and a minimum two-second interval between bikes that are travelin=
g in
the same track. When the group has more than six bikes in it, however, grad=
ual
changes in speed within the group can become tricky.
When a Lead Bike begins to accelerate, the second bike doesn’t
instantly start to travel at the faster rate. Instead, a gap grows between =
them
while the second bike is reacting -- and it continues to grow until the sec=
ond
bike is fully up to the increased, stable speed of the Lead Bike. Clearly, =
once
the speeds are the same, the gap will remain the same size. However, since =
most
groups prefer to keep a one-second minimum interval between bikes (two seco=
nds
between bikes in the same track), the new gap caused by the Lead Bike’=
;s
acceleration may be larger than is desired. When this occurs, the second bi=
ke
must go faster than the first one for a brief time in order to “catch
up.”
If we assume that the Lead Bike speeds up from 60 to 70 mph over a peri=
od
of two seconds, the second bike will have to ride at 75 mph for two seconds
(after his reaction time passes) in order to close the gap. Then he will ta=
ke
another one second to decelerate back to 70 mph to create a gap of the prop=
er
size.
If there were only two bikes in the group, this example is easy to foll=
ow.
But when the group is larger, and the bikes involved are riding further bac=
k in
the pack, the “rubber band” effect can be especially dangerous =
to
all bikes from the middle of the group to the Drag Bike.
For example, the third bike in the group has this problem: About two
seconds after the second bike has begun to accelerate, the third bike respo=
nds.
Now, however, the second bike is moving at 75 mph rather than at 70 mph like
the Lead Bike. The third bike must use even more effort to catch up to the
second bike than the second bike did to match his speed to the Lead
Bike’s new speed, if the gap is to stay relatively constant. He will =
have
to move at 75 mph for four seconds, not two, to catch up. The fourth bike w=
ill
have to accelerate to 80 mph!
In a group of only six motorcycles, the last one will find the gap betw=
een
himself and the fifth bike has grown to 143 feet before it begins to close,
once he starts to speed up, given these average reaction times. And it will=
be
at least 11 seconds after the Lead Bike first began to accelerate before the
sixth bike does so.
Now, imagine what happens in the group if, while this is taking place, =
the
Lead Bike must apply his brakes! This rubber-band effect becomes extremely
important if the Lead Bike happens to make an abrupt and major change of sp=
eed
at certain critical moments, such as when approaching a sharp turn or a tri=
cky
curve.
The rubber-band effect can be reduced by following these guidelines:
Remember in goup riding that you a= re in control. Ride your own ride a= nd remember getting out of your comfort level can be a danger to all riders in= the group.