Welcome To Our Club Group Riding Info Page Page

Red Knights Ontario Chapter 2

Group Riding Info Page

    If you're looking for an easy way to develop and improve your riding and gain more experience, then riding in a group can seem like the ideal opportunity.  Many motorcyclists regularly ride in groups either on a long tour or just a quick blast through some country roads.  It can however, be a recipe for disaster.  Each year many motorcyclist are injured some seriously, as a result of a group ride gone wrong.  The most common problem encountered by group riders is getting separated, so many will take unnecessary risks just to keep up with the pack.  The key problem is that while the rider at the front is setting a reasonable pace, the guy at the back has to go well in to triple figures to keep with the group.  Often as a result of getting separated at traffic lights or simply not being able to go for the same overtake that everyone else was able to manage.  There are however, some simple tips that can make your group ride a lot safer and more enjoyable.

Group Riding Systems

There are a number of methods that are used by bikers which range from cruising at 50 MPH in a huge pack (hells angels style) to the marker system used by advanced riding groups. The method you choose to use, should allow group members to ride at their own pace and arrive at the destination in one piece.

Follow the leader: One rider leads and sets the pace the rider behind him keeps him in view and so on right down to the guy at the back.  This is often the default approach, but while it can result in a closely bunched group, the riders at the back will have to ride much faster than the leaders, just to keep up.  This can cause a chain reaction of increased speed and potentially dangerous riding, the further down the group you go.

Everyone's a navigator: This is a pretty simple, but rarely practical.  Basically every rider in the group is required to know exactly where you are going and where and when all the rendezvous points are.  While it can work well, in the event of a brake down the group could find themselves back tracking a long way to find a stranded rider.  It is also very easy to get separated and doesn't work for larger groups.

Watch my rear: A far better solution than the previous two, each rider is responsible for the rider behind them, by ensuring that they are always visible in their rear view mirror.  In this case it is the rider at the back who sets the pace and if the group gets separated, the pace will slow to an eventual stop.  This method works well, but doesn't allow for overtakes and can go wrong if another bike not in the group comes in to view and gets mistaken as part of the group.  However, with an agreed running order and careful rear observation this method works well for small groups.

Marker system: This is popular with groups going on long rides and allows overtaking within the group without upsetting the group.  Understanding the system is important, as every rider needs to do their part to avoid anyone getting lost.  One leader is responsible for navigating the route, at every junction, the rider immediately behind, marks the junction.  All other riders pass the marker except the back marker who signals that he/she is the last in the group.  The marker than re-joins the group 2nd from the back.  This approach involves all the group and as the marker gets rotated front to back.  It also allows riders to overtake other riders without confusing the group.  The method works providing that everyone makes clear, safe markings and doesn't forget they are in the No.2 position, when it is their turn to mark.  It is also vital that markers do not leave their post until they are sure the back marker has come through.  In the event of a brake down the lead rider will eventually run out of markers and stop.  This method can fail if another bike stops next to a junction and leaves before the back marker comes through (thus falsely directed some of the group off.

Making it all work

If you are going to assign any sort of leader or back marker role, its useful if they are easily recognisable.  Wearing a high visibility vest can help as will exchanging mobile phone numbers before you set off.  Conversely, if you don't want to be back marker, then don't turn up on a yellow gold wing.  It also goes without saying, that the leader should have a clear understanding of the route and the group should generally keep in sight of everyone particularly on motorways, where it can be difficult to mark exits.

Another common problem with group riding is allowing the faster riders to enjoy their ride, without pushing the slower riders to ride beyond their ability.  Most fast bike riders will agree that the real challenge of motorcycling is taking a corner well, anyone can blast down a straight road flat out with little skill.  So by asking the faster riders to keep to the speed limits on the straights, but allow corners to be fair game, you'll set a pace that should be within the grasp of most riders.  Apart from prolonging the life of everyone's licensed you'll also help to improve public perception of motorcyclist, by refraining from the loony ‘head down wheel up’ behavior, that we seem to all get associated with.

Planning the Ride

If you're the unlucky one who's been tasked with running a ride then you'll also be the one getting the blame if it all goes wrong.  Its important to get the planning done in advance, so that when you're on the ride, you can relax in the knowledge that it's all going well.  This check list may help:

It may also help to draw a small map, with all the essential details and contact numbers.

Communications

If every rider could contact every other rider via bike to bike radio, then the issue of getting lost or slowing the pace would be so much easier.   However at around £350 a shot, most groups aren't going to be able to afford such luxury.  Mobile phones are fine when you've stopped, but are not suitable for use on the move.  Therefore many groups use simple signals to communicate, normally the headlight.  As most riders, ride with dipped beams even in daylight, it can be easy just to switch them off to indicated that you want to stop.  If your in a larger group, then this signal should be relayed up the group until the leader finds a safe placed to stop.  This can avoid the need to flash and sound your horn, hoping to attract attention, only to find they weren't looking behind at that particular moment.

Group riding is a great experience, not only can you learn from others, but its also a fantastic way of discovering new roads and routes.

There are more and more people getting together as groups not only for impromptu short excursions but also for organized rides.  A group ride could be defined as any group of two or more motorcycles riding together.  There are many specifics concerning group riding, including, instructions before the ride so everyone understands the hand signals, the route, how long between rest stops and a myriad of other necessary instructions.  This article is not going to go into specifics, but rather into the general guidelines of group riding so as to have a safe ride; but not be so overwhelmed with things to remember as to take away from the enjoyment of the ride.

Riding Formation

A Group Ride is normally composed of a Ride Leader and a Sweep or Drag Rider (bringing up the rear).  For organized rides they usually have Radio or CB communication and knowledge of the route including not only the final destination, but also the stops along the route.  If more riders in the group have radios, then casual chatter during the ride should be kept to a minimum by the riders of the group so that the Lead and the Sweep Riders can be in instant communication whenever needed.  Motorcyclists normally will monitor Channel 1, but this can be easily changed if a new channel is agreed upon before the ride starts, or even during the ride, if necessary.  If communication between other riders in the group is desired; then they should go to another channel.

Normal riding as a group is done in a staggered formation. This is, basically, dividing a lane in half with each rider occupying his/her own half of the lane.  It is each rider's responsibility to ride in the half of the lane as dictated to by the next rider in front.  If the rider in front needs to change lane halves to maintain the stagger, then it is the following rider's responsibility to change lane position on down the line to accommodate this change. The Lead Rider usually starts the stagger in the left half of the lane position.  While in staggered group riding, the normal stagger distance is 1 -> 2 seconds, and no more than a 3 second gap, in order to maintain a tight formation and not allow traffic to interrupt and break up the formation.  This means that each rider will be 2 -> 3 seconds behind the rider directly in front and using the same half of the lane.  When coming to a stop, the group generally forms up two abreast / side by side.  When the group starts off, the rider on the left starts first.

When riding in curves, the stagger is no longer warranted and a single file type of formation is normal.  These changes in lane position should be dictated by the lead Rider.  Holding two fingers straight up in the air (either the index and little fingers, or the first two fingers) indicates a staggered formation, while the index finger pointing straight up in the air is a direction for single file riding.

Single file riding allows the riders more freedom to negotiate the curves and to dodge obstacles while having the freedom to use the whole lane.  In single formation the normal distance between riders is increased to 3 -> 5 seconds.  For safety, tthe single file formation should not be elongated to such a distance that the rider in front cannot be seen.  There are two reasons for this:

1. It is much easier to negotiate around corners by using the next rider's position to "see" further around blind curves

2. The rider can see and pass back hand signals indicating obstacles or other information ahead.

If any rider feels that the group pace is too fast for comfort, then he/she should motion the following bikes to pass until the only one left following is the Sweep/Drag Rider.  Then ride at your own pace until the next stop; when you should inform the Lead Rider that you are uncomfortable with the pace.  It will then be up to the Lead Rider to either separate the ride into two groups, or go at a slower pace so that all members of the group feel secure. Group riding should not be, and is never,  a race!

If a rider in the formation needs to pull out for any reason, the group will close up the gap and reorganize the stagger.  Please do not pull off, also, unless you need to do so.  The Sweep/Drag Rider of the group will aid the rider who has pulled over.  He will also communicate (via radio) with the Ride Leader so as to apprise him of the situation.  The next (last) rider then becomes the Sweep/Drag rider until the Sweep/Drag rider returns to the group.

When turning onto another road, if the next rider back cannot be seen, either due to having traffic in-between, or a large enough gap in the group for any reason; the last rider in the line must wait at the turn for the next rider to show up before leaving the turn so as to signal that the route has taken a turn.  This will keep the group together on the same route even though there may be unforeseen gaps in the formation.

Passage of Information Through Signals

During the ride, the Ride Leader will make various blinker light, hand, and leg signals. These signals indicate lane changes or turns, obstacles, increasing/decreasing speed, or whether to form a stagger formation or a single line.  These hand signals need to be passed back through the group from the front rider to the next rider in line.  That way each rider only needs to be cognizant of signals from the rider directly in front of him/her rather than everyone trying to keep an eye on the Ride Leader.

Blinker lights should always be used to not only allow everyone to see the upcoming change, but to feed back acknowledgment.  In a group ride, whether it be the Ride Leader or in the middle of the pack, the bike in front needs to see the blinker light of the following rider before turning in front of the following rider/bike (such as a right hand turn when the bike in the left stagger crosses over in the right stagger lane).  This prevents the bike in front from crashing into the (surprised/unprepared) following bike/rider when making the turn. Assuming that the following bike sees your blinker light.  Sometimes riders don't notice blinker lights right away, so they should be turned on well before the turn.  That way everybody in the group becomes aware that a turn is coming up.

If an obstacle is spotted in the road, it should immediately be signaled to the riders in back for safety.  Sometimes, when the obstacle is spotted in a blind curve, and one doesn't want to take one's hand off the handlebars, the signal is often done with an outstretched leg (indicating which side of the lane the obstacle is located).  This can be very useful when you don't want to take your hand off the throttle and the obstacle is on the right side of a blind curve.  Some typical obstacles which should be signaled as to where they may lie in the lane are: sand/dirt/gravel/rocks, pot holes, dead animals, road dragons, (pieces of truck tire treads), vehicular debris, range cattle, tar snakes (road tar repairs), furniture, etc. These obstacle signals should always be passed to the rear as soon as possible so as to give those riders the best opportunity to dodge them.  Don't forget that the riders towards the rear in a group ride will not be able to see as much of the whole road surface as those in front due to the visual blockage of the front riders.  Other hand signals include speed changes, directions for coming alongside or passing, need for food or rest stop, and other miscellaneous things like telling another rider that his blinker light is on unnecessarily.

Riding Strategies

There are certain tips which, when incorporated into one's riding, will make the ride safer as well as enjoyable.  The following are some generalities of how to ride in rural areas.  Range cattle have the right of way.  Riders should slow way down for cattle found alongside, or in, the roadway. Some of these, especially the calves, become skittish and very often bolt directly in front of the bike, so have your brake covered in case you need to come to a complete immediate stop.

Some years seem to have a bumper crop of locusts which like to crawl out on the roadway to sun themselves.  Although, in places, the road might appear to be covered with them; don't worry about losing traction because of them.  You will not hydroplane (skid) over them unless you are in a full fledged migration, or swarm.

When there are an abnormal number of locusts on the road, there also seems to be an overabundance of locust eaters, or chipmunks and ground squirrels.  These can sometimes be seen down the road in the dozens in certain areas.  Even though no one wants to hit one of these cute little critters; do not attempt to dodge or brake for them as this will actually increase the odds that you will hit them.  They will dodge or stop at just the last moment, and if you attempt to swerve or brake for them; you will be more likely to lose control if you do hit one.  On those occasions where you are worried about hitting one of them; just get a good grip on the handlebars and ride your line.  At worst, even when leaned over in a curve, you will only feel a slight bump if you happen run over one.

Sand/gravel is sometimes found in curves from cars and trailers running a wheel off the roadway and "splashing" up some of the sand/gravel from the side of the road.  Sometimes in the springtime there are also some "dirty" sections of the roads in the higher elevations due to snow melt runoff.  When encountering a dirty roadway, the inside tire track of the lane (closest to the centerline) is almost always the cleanest part of the road and should be taken in a single file formation.

Cattle Guards while in curves are sometimes also encountered.  These can be slippery, especially to motorcycle tires with their small contact patches.  When wet, either with water or oil, they are extremely hazardous and should always be taken in a straight line while straight up on the motorcycle (no lean angle).  This can be accomplished by doing the curve in two stages.  The beginning of the turn before the cattle guard, then straight up over the guard, and finish the turn after going over it.  This is known as a "double apex" for those who may not already know the technical terminology.

Conclusion

Group Riding can be a lot of fun if all the members are comfortable within the group.  If one or more members of the group are not comfortable; then this should be discussed at the next stop so as to accommodate or correct the cause of the problem.  It's very easy to take each problem and, with a little tact, teach whom ever might not have a sufficient understanding of these simple rules.  We all can then enjoy the fine sport of Motorcycling.

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