POLICE MOTORCYCLE TRAINING.

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By Staff Sgt. Andy Norrie and J.P. McArdle

Why would we join together to write a training article about Tandem Riding? Probably, because together we are greater than the sum of our individual parts. Two minds are better than one! So let's see if it holds true for Tandem Riding. We want to ride for safety in pairs.

So, let's take a look at the Who, What, Where, When, Why and How of Tandem Riding.

What: Known as Side-by-Side Riding, Partner Riding or Tandem Riding, it is the practice of riding directly parallel or abreast with another rider and moving in unison. First, we should ask is it legal? It is our personal belief that as Law Enforcement Officers we should be leading by example, not breaking or flaunting the law just because we can. As best that we can find, Tandem Riding is legal in 48 states, only illegal in Vermont and Virginia. Check the law in your jurisdiction.

Who: The Police. We are professional motorcycle riders. This is what we do for a living and we do not second-guess ourselves. We get paid to ride motorcycles, albeit as law enforcement officials but we are professional motorcycle riders. Do you know of any other rider group that receives more training? Our motorcycle training far exceeds that of the normal citizen rider and we log many more miles and hours that the average rider. Also, through our police training and experience we are trained to maintain an acute awareness of our surroundings and our environment (situational awareness) and are better mentally equipped to participate in this type of riding than average riders. So we believe police motor officers have the technical ability and the mental acuity to do this type of riding. But, do we leave ourselves open to the criticism of the public who may accuse us of saying "Do as we say, not as we do"? We do not want civilian riders attempting this type of riding because the vast majority unfortunately do not have the skill, training, and the ability to do it safely. A good comparison would be to look at the world of aviation. Is it not a similar comparison of civilian pilots to military jet fighter pilots. Everyone expects the military pilots to be the best trained and equipped and understand that their flying techniques are different for operational reasons and recognize that civilian pilots couldn't and shouldn't fly that way.

Where: We believe properly trained and qualified police motorcycle officers should Tandem Ride in urban settings and most other areas and conditions, except emergency, escort and pursuit riding situations as well as weather related situations. An explanation of this statement follows.

Why: Well, first off for policing reasons. One of our functions or purpose in policing is to be proactive in our patrols preventing crime and disorder through community-based and intelligence led policing. By tandem riding aren't we doubling our presence and leaving a bigger and better impression in the community. Another part of policing is our functions of law enforcement, almost all the police motorcycle units we know of, have a large part of their function if not their whole function as traffic enforcement. When working with a partner you have another set of eyes to identify violators, offenders and acts of crime in progress. In the event that a situation goes bad back up is at hand. Working together a pair of motor officers is a more effective and efficient crime fighting duo. Many times we in policing travel as an organized group. Is it not better to travel in formation with everyone knowing their role and position as opposed to a group of riders passing each other and then being passed, weaving from side to side without any order. It takes more vigilance and skill to avoid a collision in these circumstances then riding in a formation, so why not do it the smart way?

We believe, done properly with skilled, properly trained riders it is safer to ride side by side! We're sure some or most of you are questioning this statement. Here is our rationale for making this statement. According to a study undertaken by NHTSA in 2005 called "Motorcycle Conspicuity and the Effects of Motor Vehicle Fleet Daytime Running Lights (DRL)" it is widely known that motorcyclists experience a higher fatality and injury rate per vehicle mile traveled than other road users. Motorcyclists have 27 more times the chance of being involved in a fatal collision than that of passenger vehicle drivers. Furthermore, 78% of motorcycles involved in collisions were struck from the front. Most research has concluded that most of these crashes are attributable to either poor speed-spacing judgment (a driver's ability to accurately estimate the distance at which it is safe to turn left in front of an oncoming motorcycle) often cited due to a motorcycles smaller physical size and profile making it harder for a person to judge its closing speed. The other often stated conclusion is that the passenger car driver does not see the motorcycle due to its lack of conspicuity (the degree to which an object can be distinguished from its background) So, it is this misjudgment of the size of the gap between the turning car and the motorcycle and the motorcycle's less prominent front profile that are factors that may contribute to this higher percentage of motorcycle - passenger car collisions. What this study brings into consideration that has not been studied before is the contemplation that the move to increased daytime running lights on passenger cars degrades the motorcycles ability to be seen. That is, as DRLs have become more commonplace on passenger cars, drivers become accustomed to searching for two headlights (passenger car front profile) and overlook or subconsciously fail to see the smaller, single light front profile of the approaching motorcycle. Based on this information, we put forward that two motorcycles riding side by side (properly) increase their front profile and conspicuity (mimicking that of a passenger car - two headlights) and potentially improve the passenger car driver's speed-spacing judgment, thereby greatly reducing the odds of them being involved in a collision. This also draws people as well as other vehicles to us and changes the behavior.

How: - Have a policy and employ a system. Follow the policy and train on the system and communicate! Here are some common elements and techniques used by many of the best police agencies. These are the ABC's of police motorcycle driving: A = Have a Plan, B = Be Seen and C = Create Escapes.

A = Have a plan. Even partners who have worked together for a long time discuss their destination, pre-plan their route and employ good communication during their trip.

Lead / Wingman - As in the fighter pilot world there is a "lead" who is in charge of the duo and a "wingman" who rides in the secondary position. Traditionally the rider on the left side is the rider who is "leading". In most circumstances the left side rider has the best visibility toward oncoming and turning traffic and as such takes the lead position.(Exception lane changes - see below) The left or lead rider will set the pace and tempo and the right side rider "marks" off of the left. If both riders are trying to lead and or conversely follow, you end with a constant shuffling action that is ineffective and potentially dangerous. As in dancing two partners work together with one leading and one following. When done properly there is a flow, fluidity and gracefulness to it.

Communication - Just like any relationship, communication is the key to success. Communication comes in several forms. The discussions of destination, the pre-planning of the route as well as oral communication while in motion are all examples of verbal communication. But, as we are all aware most communication is non-verbal and this holds true for tandem riding. Hand and head gestures as well as subtle body position changes are non-verbal communications that are commonly used. Those of us in relationships can testify that you can enter a room where your significant other is, and without exchanging a word know that you are in big trouble for something. You should be in tune with your motorcycle partner in the same way sensing subtle changes in head movement and nuance changes in body position and posture. If you see your partner in your peripheral vision, drop their shoulder to check their mirror that would be an indication to prepare and anticipate for a lane change. There is also mechanical communications. Activation of signal lights communicates an intention to turn or make a lane change. A twist of the throttle up or down is a mechanical communication that you can see and hear. A "roll-off" of the throttle by your partner should be a huge indicator for you that something is up. Have they seen or identified a threat, obstacle or violator? We recommend that you immediately roll-off and cover the brake and heighten your situational awareness.

B = Be seen- Lane Changes - The rider closest to the lane being changed to takes the lead. When changing lanes to the left, the left rider maintains the lead position and when a tandem team is changing lanes to the right the right side rider momentarily assumes the lead position initiating the lane change to the right. Once the new lane position has been realized the lead reverts to the left side rider. With good eye lead, these transitions of lead role and the lane change itself should be seamless and smooth.

Turns - Remember when turning during tandem riding, the outside rider has a larger turning radius, therefore the inside rider in the turn should check back slightly on their speed and the outside rider should slightly increase their speed so at the completion of the turn they emerge side by side.

C = Create escapes We create escapes because things can and do go wrong. When we create escapes we are creating opportunities to avoid hazardous conditions that will likely lead to motor vehicle collisions. When riding two abreast (Tandem Riding) you are eliminating 50% of your evasive maneuver options. If you are on the left you cannot make a collision avoidance move to the right until your partner does so, and conversely when you are riding in the right side position you cannot go left until your partner does. It's also important to ensure space is available on one or both sides of you and your partner to escape if necessary. Allow yourself a 360 degree view through the use of your mirrors and eye scanning. Sometimes, you just have a bad day and do not sync together with your partner. Recognize it, and relax, don't force it by trying to tighten up even more.(Your not going to be John and Ponch today) Unlike in dancing where you might step on your partner's toes, in this business you could seriously hurt yourself, your partner or someone else. Give your self a little bit more space and err on the side of caution or just decide to meet at your destination and live to ride another day. You may have given up half of your evasive maneuver options but you have more than doubled your abilities to pre-identify threats and obstacles. Four eyes scanning are definitely more effective and thorough than two. You are also presenting a positive pro-active policing presence. Riding side-by-side looks and feels better. When you and your partner move together through traffic you are showing everyone (and trust us, everyone is watching) that you are a proficient riders and are presenting a positive and professional image to the public, generating a constructive impression for law enforcement. When done right it feels like you are in an easy and natural groove. And remember statistically you are less likely to be involved in a collision. So let's play the odds, have a little fun, and look good doing it.

Training and Practice ~ when is a good time to start tandem riding? We believe, as soon as an officer finishes their basic operator training they should be put with a senior, experienced training officer riding side-by-side to continue the development of their riding skills. Have them switch positions regularly. Remember, riding side by side for the beginner can be very tiring because of the concentration required, so let them take the lead position half of the time. This allows the trainer to ride alongside and observe, coach and critique during the riding and at stops and breaks. This will ensure the rookie focuses on the main task at hand - riding. We don't believe the trainer should "mark" off the trainee when the rookie is in the lead position as they may be reinforcing bad habits such as following to closely. Instead the pair should ride properly in loose deuce or fluid two formations. (This is fighter jet terminology for a relaxed and spaced formation with lots of wiggle room) The coach can give constructive advice and suggestions at the earliest opportunity. The trainer has the opportunity to observe the new rider's riding style and technical ability. The trainer will be observing the rookie's eye lead, posture, and multi-tasking aptitude. Tandem riding requires discipline and trust. When riding in the lead position you must be considerate to your partner. Ride smoothly, predictably deliberately and in unison. Make sure all inputs of braking, acceleration and steering remain smooth. The lead must know the capabilities and limitations of their partner and never put them in a situation where they are forced to exceed them.

Even experienced riders should switch positions regularly to keep their skills sharp and switch up who they are riding with to keep your abilities honed. And when you believe you can get no better, ask your training officer to build a partner riding component into your training regimen. When you think you are ready, enter a Partner Ride Competition at a Police Motorcycle Training and Competition event. It will take your riding to the next level.

We challenge all of our fellow motor officers to question why and how we do business in our profession and to do at least one thing to improve the police motorcycling community. Share your ideas, thoughts and views with your colleagues here on Motorcops.com and maybe we can prevent an injury to, or even the death of a fellow officer.

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Andy Norrie is a Sergeant with the Toronto Police Service in Toronto, Canada. He is a supervisor in Toronto's Traffic Enforcement Group, their full-time motorcycle unit and is a proud member of the Toronto Police Service's "Winged Wheels Precision Motorcycle Team". He has been a member of the Department for 23 years has over 21 years of experience on police motorcycle duty. He has attended and participated in various police motorcycle training and competition events since 1991 and is one of the founders of the Great Lakes Police Motorcycle Training Seminar based in and around the province of Ontario, Canada since 1999. He can be reached at: andy.norrie@torontopolice.on.ca.

J.P. McArdle is a retired Washington D.C. Metropolitan Motor Officer where he served for 18 years. He currently holds the position of Chief Motorcycle Instructor for the Deeley Harley-Davidson's Canadian Police Motorcycle Training Program located at the Ontario Police College in Aylmer, Ontario, Canada. Jay has attended several police motorcycle instructor courses as well as civilian motorcycle instructor courses and participated in various police motorcycle training and competition events and is a former Director of the Mid-Atlantic Police Motorcycle Riding Competition in the Washington Metropolitan Area.



If you are a police motorcycle instructor and would like to share some of your knowledge with your fellow officers, please let us know.