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Thread: Positioning

  1. #33
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    Quote Originally Posted by Boon View Post
    Long time no speak big yin.......being from the frozen northlands I dont recognise the force id code.

    Was just curious...........it could easily have been a controllers id.........I would get a strange reply if I'd P2P direct to some control room in englandshire........sorry for the hijack..........
    You might have got a random Kent copper on a P2P as the radio may have been receiving at the time thus displaying their (random bloke) issi at the time

    The radio codes dont follow Force Codes so harder to ID

  2. #34
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    Thanks for you answer Giles

    When i asked about clarification on teh turning point , I was quoting directly from the thread

    "If I exit a left hand bend thats followed by a right (as pictured below) then my (for want of a better word) turn in point is the point in my vision where the nearside verge lines up in my vision. "

    The above paragraph is what the question was based on, not general right handers. I'm finding it difficult to understand what that means, sorry!

  3. #35
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    Quote Originally Posted by pbboxer View Post
    Thanks for you answer Giles

    When i asked about clarification on teh turning point , I was quoting directly from the thread

    "If I exit a left hand bend thats followed by a right (as pictured below) then my (for want of a better word) turn in point is the point in my vision where the nearside verge lines up in my vision. "

    The above paragraph is what the question was based on, not general right handers. I'm finding it difficult to understand what that means, sorry!
    It means that you stay out wide to the RHS (if it's safe to do so) until you can see all the near side verge on the straight after LH bend, then and only then can you make the decision to safely drift to a position along the nearside verge in preparation for the following RH bend.
    You should then stay out wide to the LHS (if it's safe to do so) until you can see the off side verge on the straight after the RH bend, then and only then can you make the decision to safely drift to the position you require for the next bend....

  4. #36
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    Thank you
    I was trying to understand it in terms of the following right hander.. my mistake


  5. #37



    As you can see, art was never my strong subject at school!

    The bike in gold (hasn't come out very well..) is traveling right hander into left hander.

    As a rough guide, we use the imagery of lining up the centre lines and the verge as our 'turn in' point.

    But.... (big but!), we've already told Rasher off for using track lingo () and I can only echo what Micky said, we gel our corners together, so 'turn in point' is not a term I like, but you get the jist. The view of that straight line imagery will appear when I'm on the blue asterisk and ideally, I want to turn in somewhere around that point.

  6. #38
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    Quote Originally Posted by giles lamb View Post
    As you can see, art was never my strong subject at school!
    Your bike must be proper quick steering for those right angle lines.

    As a rough guide, we use the imagery of lining up the centre lines and the verge as our 'turn in' point....
    The view of that straight line imagery will appear when I'm on the blue asterisk and ideally, I want to turn in somewhere around that point.
    No need to wait for the centre line tho, if you can see the other lane is clear (and will remain so long enough) for you to offside for the LHer after it.
    Only need to wait for the centre line if there's something already oncoming or to stray out on the offside is not beneficial...

  7. #39
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    Yes ... you're right. Art wasn't your strong point

    May I?

    No sudden or abrupt positioning... we stay for maximum view until that view opens up and then we flow/gell in to position for the next. We don't ride one hazard at a time, we see to the far distance and look for the smoothest safest way of getting there. If we can make three hazards/corners in to two then great, make three in to one then superb. This is far better to the central nervous system, tyres, brakes, chains and sprockets and for the pillion too!

    OK .. some don't want to stay out too wide, but information is your biggest pal. Remember that left hander, you're leant over to the left, if you see anything intruding then a gentle push on the left bar will bring you away from it in a split second, no fuss, no drama

    If a lorry has broken down just round that corner, and you've taken a central position, you now have to move to the right of it, you're leant over to the left remember, this manoeuvre of having to go to the right of it will put you in to conflict with anything coming towards ya

    Information is everything ....
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  8. #40
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    This next one shows the typical yellow sam brown and sea boot socks over boots brigade, green triangle badges everywhere including their pyjamas

    An Yes ... I'm an IAM examiner...

    One hazard/corner at a time ... and I'll fail 'em

    They sweep and swoop from position to position, nearside for a right hander, white line for a left hander .... sudden and abrupt, they're only looking at the bit of tarmac in front of their front wheel. No head movement, no looking through a bend... little information, no flair


    Follow the line of my first diagram ... follow the line of the second diagram. A bike on the first line will be a clear bike's length in front of his buddy riding the second line after two corners, even when travelling at the same speed
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  9. #41
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    Brilliant. Between Giles, Adam and Mickey I've just crystllised something that's been giving me slight gip for ages. It's about understanding what your cue is for turning, rather than looking for that elusive turn in point.

    I'm pretty sure that the secong of Mickey's artworks is how I ride on a 'good day', you know, when it all comes together. Interestingly, got commented on (unfavourably) by an, eh, well regarded local observer. Didn't have an allocated observer so relied on my previous training from Martin at HoppRider.

    Examiner asked where I got my training as he spotted it wasn't 'orthodox' local IAM. Got high praise from him - he pointed out that the standards say use the most appropriate part of the road, not the extremes all the time.

  10. #42
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    Don't like the second one at all, as to "can't see round" well the first right hander you could see all the way through from the point where the picture starts so i would take a much nicer line that requires far less lean and does not leave me raking crud out the gutter all the way round.

    First one looks fine, but if I need to follw the second one to pass an IAM exam you can count me out, in fact if I saw someone riding like that I would assume they are pissed.

  11. #43
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    Quote Originally Posted by Rasher View Post
    Don't like the second one at all, as to "can't see round" well the first right hander you could see all the way through from the point where the picture starts so i would take a much nicer line that requires far less lean and does not leave me raking crud out the gutter all the way round.

    First one looks fine, but if I need to follw the second one to pass an IAM exam you can count me out, in fact if I saw someone riding like that I would assume they are pissed.

    Please read again Rasher ... the second diagram is how not to do it
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  12. #44
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    Quote Originally Posted by mr badger View Post

    I'm pretty sure that the secong of Mickey's artworks is how I ride on a 'good day', you know, when it all comes together
    How not to do it
    . In my defence, I mean Mickey's first drawing, second in the series.

  13. #45
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    Please note though that the line in my first drawing is when everything is hunky dory and nothing is intruding. You wouldn't be on the 'ideal' line if that takes you along a slick of diesel, or cow muck

    The line will alter for a parked vehicle, a hidden track or drive. Safety is never compromised!

    My sweepy swoopy line in my second drawing when seen on the road looks bloody awful... but yet they still do it, having been taught to be nearside for a right hander or towards the white line for a left hander. That's it ... no thinking for themselves then eh!

    Also ... people do it, sweeping and swooping for 'correct' positioning when they have a clear view through the twisties and could straighten them out

    Apologies to Giles if I have hijacked the thread. Please bear in mind my drawings were done late on a Sunday night with half a gallon of Marstons down my throat
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  14. #46
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    I'm observing for the IAM at present and have been asked by an ex police pal who's just recently started observing for ROSPA, to take my rospa training with a view to observing for them. It's over in Wakefield and obviously I will have to get gold in order to do so, but we've done a couple of rides together with this in mind already. The main problem i come accross is the varied opinions within any riding group, which leads to conflict. The standards seem to be very loose and open to very wide interpretation.
    It's great to be able to see info like this, despite it being kind of the natural way to do things? I'm amazed at some of the lines i see being taken but also am ready to admit i do make mistakes.
    Thanks for the replies

  15. #47
    Good stuff! Thank you Micky!! Yes, my bad drawing was what you see, (when its blind) not the line you might ride! We've got there in the end though!!

  16. #48
    This picture appeared in the original thread, and is not the best, but still an example of Micky's 'one hazard at a time' frustration, and some riders lack of forward thinking / vision.




    From where I am on the road, I'm thinking the right hand bend just above the white car, and where that bend will take me. If the white car wasn't there, (there are no solid white lines..), I'd be looking to ride from where I am now to that grassy / hay like bank for a view into the far right hander, and I'd chop out the whole of that first right hand bend where the parked up coach is. I certainly wouldn't be fannying around making pretty lines for the parked coach bend and treating it as a seperate hazard

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