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POLICE MOTORCYCLE TRAINING.
Introduction | Firearms Course | Ballistic Testing The purpose of officer survival training is to provide officers with the required knowledge and skill to survive a threatening encounter. Due to the fact that the majority of police officers are assigned to a squad car the efforts of training are focused in that direction. In the academy curriculum and most Field Training Officer programs, recruits are given the knowledge on traffic enforcement, vehicle positioning, initial officer approach, interview area and position for citation completion and radio checks. Traffic enforcement is also stressed as one of the most dangerous tasks that police officers will perform. Unfortunately, officers become very complacent while performing this function. In 1994 there were 5,762 officer assaults and 11 officer fatalities during traffic stops and pursuits. In 1995 and 1996, 20 officers were killed because of traffic related injuries. As of June 6, 1998 a total of 68 officers had lost their lives while on-duty, with 28% involved in stops. Year after year traffic stops are a high percentage of officer deaths. If motor officer's primary assignment is traffic enforcement, what is being accomplished to assist them in their duties? Most police motorcycle programs do not include any education on motor cycle position or officer cover position. In 1909 the first motorcycles were put into use for Law Enforcement in the City of Pittsburgh, now nationwide they are used for traffic and patrol enforcement. During the 1930's, the California Highway Patrol (CHP) actually changed the throttle to the left side of the handlebars which allowed the officer to ride and shoot. During the 1940's, the CHP carried Thompson .45 caliber machine guns and practiced lying the motorcycle down and shooting from the cycle. Why aren't today's motor officers training for the same threatening encounter? The first documented officer killed in the line of duty on a traffic stop was a motor officer in 1911. It's time for a change. Police motorcycle training normally consists of a basic operator's school, which is 1-3 weeks, depending on the agencies opinion or dedication to training. Then if possible followed by a 1-4 week field-training program. In-service training once again varies from agency to agency anywhere from once per month, to annual and unfortunately never. For the officer's safety and survival, this training is of extreme importance. This training consists of basic operation, braking exercises, curve negotiation, and advanced techniques. This program should also include off road riding and instructing the officers on how to operate the motorcycle without utilizing the rear brake. Most agencies are generic in the techniques, even though some training programs are better than others. One objective, which is not observed, is any cover techniques, and firearm skills with the motorcycle. I have observed many motor officers from different agencies in traffic enforcement and the majority of these officers are not safety conscious. These officers have become very complacent in vehicle stops. According to the U.S. Department of Justice in an issue of "In the Line of Fire: Violence against Law Enforcement," it was stated that "issuing traffic violation notices is a common task which is performed by the majority of uniformed law enforcement personnel with great frequency. It is very easy for officers to become complacent while performing these types of functions and consider the contact "routine." This is especially true in specialized units such as traffic enforcement, radar and DUI. The attitude appears to be "hurry and write this one, so I can get another." I have observed officers at my agency and other jurisdictions pull their motorcycles up next to the drivers side door and motion the operator over, then even remain saddled and issue the citation. Having personal knowledge of two local police motorcycle officer involved shootings and a third potential, I weighed all these factors and in the summer of 1995, I developed a two day course with optimum safety concerns for the motor officer. Continue to: Firearms Course | Ballistic Testing  This
training article was written by Sergeant Jim Polan. Sgt. Polan has
23 years in Law Enforcement and is currently a Motor Sergeant for
the Fort Lauderdale Police Department in Florida. He has competed
in over 20 Police Motorcycle Rodeos with 10 first place finishes.
Sgt. Polan is an adjunct instructor for the Institute of Police Technology
and Management providing instruction in the Police Motorcycle Instructor
and Advanced Motorcycle operation courses. If you are a police motorcycle instructor and would like to share some of your knowledge with your fellow officers, please let us know. |
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