Are you having trouble remembering when your registration is due now that we no longer have registration stickers or you might change address a lot , well this may help you ….
When upgrading to a new set of wheels, an important factor to consider is the kind of rubber you’ll be wrapping them in. Your tyres are the only point of contact that your Bike/Car has with the road, so it is of paramount importance that you have your rims shod with some good quality rubber.
When it comes time to buying new tyres, there’s often a long list of factors to consider. We will want safety, performance, reliability, longevity, quality and good value from our new tyre investment. There is one factor however that takes precedence above all else and that is of course safety. All too often we are willing to sacrifice one or many of the traits that characterise a quality tyre in search of a bargain. Whilst saving money can be a wonderful thing, you can’t forget the safety of yourself, your family and other road users.
There are a whole plethora of tests out there comparing cheap generic tyres to tyres from trusted quality brands, with any one worth their salt telling the same story; that cheap tyres simply cannot compare to the safety and quality offered by a trusted brand. With this in mind, you could say that the old phrase ‘you get what you pay for’ comes into play here. Not only that, but more often than not, cheap tyres end up costing you more money in the long run anyway. They might cost less up front, but often-times they possess a shorter average tyre life and need replacing sooner. In the case of quality brand name tyres, they might cost you more up front, but they’re engineered to have an improved tyre life which ends up saving you money in the long-term.
Another thing you’ll have to be aware of when looking to replace your tyres are grey or parallel import and used tyres. You might think finding a set of good quality tyres at a much cheaper price to be a fantastic deal, but in reality can very much be a case of ‘too good to be true’. Grey imports are tyres that are sold in Australia but imported here, not through an official importer. Whilst they may look the same as their counterparts being imported through their brand’s respective official importers, there are a number of crucial differences at play. For instance, some tyres out there are specifically designed to be effective within colder climates, implementing softer compounds that allow them to heat up quicker. In hotter climates like Australia, these tyres can wear out a lot sooner, rendering your initial savings null and void. Not only that, but grey import tyres can often be quite a number of years old by the time they land on our shores. This becomes detrimental to their usefulness in terms of longevity, with irregular tyre damage such as cracking becoming a very real possibility.
Used tyres are just as risky. In the case of used tyres, extensive checks need to be done to make sure that they’re safe to use and even then, you can never be sure of any internal damage present, or if they’ve been subjected to driving abuse. Because of this, it’s definitely advisable to buy new tyres of an established brand from a reputable outlet the next time you find yourself needing to replace your tyres.
When it comes to tyres, that sole point of contact between you and the road, quality and safety should be your #1 priority. Skimping on tyres may be cheaper initially, but it could very well end up being costly in the long run.
– See more at: http://www.speedywheels.com.au/accessories/the-importance-of-quality-rubber/#sthash.8P2Zyil1.dpuf
Check the local news, and stories of cars pulling out in front of motorcyclists run regularly in the headlines. Recent research by a Texas Tech University psychologist suggests that the regularity of this problem isn’t necessarily a case of poor driving or carelessness, but may be related to a basic human judgment error.
Pat DeLucia, the coordinator of the Human Factors Psychology Program, said her results show that small, near objects can appear farther away than larger, farther objects. The study is published in Current Directions in Psychological Science.
An interest in softball as an undergraduate prompted DeLucia, also professor at Texas Tech’s Department of Psychology, to study how the human brain perceives objects, their size and motion and an object’s time to impact.
Her finding that an object’s size affects distance perception may be the basis of car drivers miscalculating motorcyclists’ distance and speed.
The brain uses two visual information cues for judging time to impact, she said. In the first, a moving object is reflected on the eye’s retina. It expands as it approaches the eye, providing the brain accurate information about when the object will hit. This is called an optical invariant.
However, the brain also uses “rules of thumb” as well, such as various “artist” depth cues as a shortcut, she said. Many times, the brain interprets objects with a larger retinal image as closer. Since motorcycles are smaller than cars, the brain may use this shortcut to judge a smaller motorcycle farther away than it actually is, DeLucia said.
“With computer simulations, we had a big, far object and small, near object approaching the viewer, where the small object would hit first,” she said. “We wondered if people would choose the big one, based on the artist depth cue of relative size or choose the smaller one based on the more accurate optical invariant. Unexpectedly, people picked the bigger object again and again. We found people relied on rules of thumb.”
This effect of size on collision perception violates theories of perception that believe people evolved to rely on the most accurate information, such as optical invariants. Instead, DeLucia’s findings suggest that perception is based on multiple information sources.
This size-arrival effect can lead drivers to misjudge when a vehicle would arrive at an intersection and could be considered a contributing factor in motorcycle/vehicle accidents.
DeLucia hopes to find funding from the Department of Transportation to create an education program to inform drivers of her findings to reduce the incidents of these types of accidents.
New services which encourages Queenslanders to sign up for email reminders and upcoming registration payments and transport matters has already had massive interest.
More than 2300 Queenslanders have already signed up for free e-notices and e-reminders in the first month since the service was introduced in June, allowing customers to receive Transport and Main Roads (TMR) correspondence by email.
Main Roads Minister Mark Bailey said the new services offer greater choice and flexibility to customers in deciding how they want to receive information and correspondence from TMR.
“Customers can now choose to receive e-notices, so their Vehicle Registration Notice (VRN) will be emailed instead of sent by post,” Mr Bailey said.
“People who use this feature will get instant access to their VRN once issued, which means a longer notice period.
“This reduces the risk of missing payment due date if mail is lost or misplaced.”
Customers can also receive registration certificates by email, making it easier to manage and store the information.
In addition to notices, customers can sign up to receive email reminders for several services and bookings.
Mr Bailey said the free e-reminder service sends automated reminders about upcoming driver licence renewals, vehicle inspection bookings, driving test appointments, infringement notice payments and expiring Certificates of Inspection.
“Customers who are eligible for Hazard Perception Tests will also be emailed a reminder, as well as those who have been issued with an Accumulation of Demerit Points Notice,” he said.
“It takes the pressure off people trying to keep track of their upcoming due payments and appointments, by offering a free, convenient and secure reminder service.”
Mr Bailey said a new online registration transfer rollout is also set to begin progressively across the state from August 1.
“This new tool will help those who have trouble finding the time to visit the service to complete the proper paperwork when selling a car, boat or trailer privately,” he said.
“By visiting a participating Approved Inspection Station, customers will soon be able to receive an electronic safety certificate which will be automatically lodged with TMR and allow them to transfer registration of a vehicle online.
“The registration transfer online service will also enable customers to quickly and easily transfer registration for vessels, which do not require an electronic safety certificate.
Go to www.tmr.qld.gov.au to register now.
Queensland Transport and Main Roads (TMR) recently outlined changes to motorcycling licencing laws that will come into effect in October 2016. These form part of their ‘Motorcycle Safety Initiative’ which TMR have indicated were developed considering feedback provided by Queenslanders through the Motorcycle Licencing Discussion Paper and accompanying online survey on the Get Involved website. Other more comprehensive research and findings by organisations such as CARRS-Q were also taken strongly into consideration.
Some of these changes relate to the duration of different licences, but of high interest to us at #ridesafely4me is the proposed changes with respect to required training courses at different stages of licensing. This is because through social media and face-to-face conversations, we regularly hear riders make statements such as “It’s too easy to get your licence” and “Q-Ride doesn’t teach you enough”.
Inspector Pete Flanders of the Queensland Police Road Policing Command is what I consider to be an exceptionally experienced motorcyclist. Not only has Pete been riding bikes for 34 years, he has also been heavily involved in training motorcyclists from novice all the way to advanced courses for 29 years. This training includes through QPS motorcycling courses, as well as a number of years as the owner/operator of the largest privately run motorcycle training company in the state – employing 11 instructors full time. He was also a voluntary instructor for the TMR motorcycle training program for about seven years.
Because of this experience, Pete was one of the people called upon along with other industry experts to consult with TMR on exactly what changes could improve safety for motorcyclists.
I asked Pete if he would be prepared to let us know his thoughts on the pending changes. We’d like to thank Pete very much for his time in giving us the following response:
“In essence, the current Q-ride course was found wanting as it was almost an entirely skills based course and was not developmental as it progressed from learner to open license. In fact students basically did the same thing for each license, just on a bigger bike.
The new courses build on each other in a logical and staged manner to where the unrestricted course has a major focus on the headspace of riding not just a reiteration of skills. The collective courses have a significant amount of road riding and self-reflection through group interaction. They are flexible in their delivery style whilst having a reasonably strict curriculum base ensuring all students are delivered a product of high standard.
There is a program of instructor training planned such that all service delivery organisations will be trained to the same standard and will know how to deliver the training in a professional manner.
The group designing the training encompassed TMR officers skilled in program development, representatives from training organisations to give a feet on the ground perspective, RACQ and me from the QPS. The group sought to get the very best product possible influenced by the mandate dictated by the high level of motorcycle crashes over the past number of years.
In my view this is a huge step forward in motorcycle safety in Queensland”
According to TMR there will be three mandatory courses prior to obtaining an unrestricted licence. All these courses are designed to work in an integrated manner. All courses will include theory, demonstration and coaching and practical application of learned skills. Feedback, self-reflection and higher order thinking will all be key elements of the program.
Of course, it is extremely important to remember that passing all three of these courses qualifies you only as a competent rider. Too many people make the mistake of believing that obtaining an unrestricted licence means that you are a good or even a great rider.
To progress from being a competent rider to a better rider takes experience and of course we strongly advocate ongoing learning through attendance at advanced courses run by reputable training instructors.
If you would like to find out more about TMR’s Motorcycle Safety Initiatives, you can visit their website here.
Infrastructure Improvements to Reduce Motorcycle Casualties
This report presents the technical findings of a two-year study which sought to identify effective infrastructure improvements to reduce motorcycle crash risk and crash severity, based on how riders perceive, respond and react to infrastructure they encounter.
The project commenced with a literature review of national and international guides, publications and research papers, which also enabled the identification of knowledge gaps and areas where further detail was required. A crash analysis was undertaken to demonstrate the relationship between motorcycle crashes, travel period, vehicle configuration (i.e. motorcycle only and multiple vehicle crashes involving a motorcycle), road geometry, road layout (e.g. intersection type) and crash types. For comparative purposes, vehicle crashes at the same location were also analysed.
Explanations of why, and how, road infrastructure elements influence motorcycle crash risk were researched and are provided within this report. This primarily involved identifying how the design and condition of road infrastructure elements can influence either the likelihood of a crash occurring or the resulting severity of a crash. Where a number of elements that would increase the likelihood or severity of a crash were present concurrently, the proportionate increase in risk was demonstrated using the AusRAP model.
The study has built up a compendium of treatments, presented in such a way that engineering decisions to manage these elements can be justified, even if outside of existing design warrants, and asset management and maintenance practice.
The research highlights that motorcycles should be identified as an individual road user group and considered as a ‘design vehicle’ during road design and asset management and maintenance practices.
It is concluded that motorcycle crash risk can be managed, but requires changes in practice, in design, asset management funding and routine maintenance performance contracts. One example is in the identification of road sections and/or routes that pose the highest crash risk to motorcyclists, so that they can be managed and maintained appropriately. In addition, the author advocates proactive motorcycle specific network safety assessments and road safety audits, as well as fine-tuning in design parameters for roads carrying significant volumes of motorcyclists (e.g. horizontal geometry, sight lines, lane and shoulder width, intersection types, intersection quality and controls). It is also suggested that the range and detail of mitigation measures be expanded.
Full Report Here https://www.onlinepublications.austroads.com.au/…/AP-R515-16
Your sixth sense is that unique instinct all riders share that helps us read the road, the conditions, the potential hazards and stay focused and in control. The more you hone and develop it, the better your chances are of surviving to ride another day.
Learn more here and watch the videos.
Read & Watch Videos Here
Why do some choose to go unprotected?
Experienced, smart motorcyclists know that proper gear, worn all the time, is essential to safety. But it’s apparent that not everyone buys into the concept (we see too many riders wearing little more than beachwear). Assuming they know that crashing is possible, and that surfing asphalt could erase their favorite tattoo, why do some choose to go unprotected?
Summer heat is one of the most common excuses. You certainly don’t want to become overheated while sitting in traffic, but crashes happen in all kinds of weather so you have to be prepared. Fortunately, apparel manufacturers have figured that out, and today’s selection of vented gear—ranging from jackets and pants with simple venting to fully armored mesh suits—is the best ever. You really don’t have to sacrifice a lot of safety to get gear that will flow enough air to keep you reasonably comfortable.
The human need to fit in is another factor that influences the type of gear people choose to wear (or whether they wear protection at all), with style being one of the most powerful influences. For example, a high-viz Aerostitch may be comfortable, protective, and visible, but it doesn’t play well with the “bad boy” cruiser image where chaps and a leather jacket or vest are in vogue. Sport riders, sport-tourers, tourers, and ADV riders are at an advantage, since wearing full-coverage gear tends to match the sport/travel/adventure image. No matter what type of bike you ride, you can find reasonably priced riding gear with the right styling points to mesh with any genre.
Alright, enough of the “wear your gear” message. Let’s discuss a couple of weird unintended consequences of wearing protective riding gear. Common sense suggests that it’s smart to wear protection to reduce injury, and we would hope most motorcyclists have some common sense. Gear gets better every year. So why haven’t motorcycle fatalities changed much in the last decade?
According to National Highway Transportation Safety Administration numbers, there were 4,586 motorcycle fatalities in 2014, which is plus or minus a few hundred from the stats every year since a peak of 5,312 in 2008. Injury rates have also been steady from a peak of 103,000 per year in 2007.
One possible reason is the controversial theory of “risk compensation.” The idea is that people tend to feel safer when wearing safety belts, sports padding, bicycle helmets, or motorcycle safety gear. That’s great, but this unconscious feeling of safety can trigger a false sense of invincibility and an increase in risky behavior. And the more safeguards introduced, the more risky behavior increases.
“Risk homeostasis” is the idea that if riders reduce risk in one area, they will automatically increase it in another area to avoid feeling “too safe,” unconsciously maintaining a risk exposure target. The level of risk is determined by the individual’s need for a thrill. Some people thrive on living on the edge and need a regular adrenaline fix. Others do not.
Some say that risk compensation and risk homeostasis is nonsense, but enough practical evidence exists to warrant a warning. You would be smart to monitor whether wearing protective gear may be influencing your perception of risk. This awareness can help you resist the tendency to compensate for a sense of greater protection.
Please, please, please—do not interpret this as a suggestion that you should not wear protection every time you mount your bike. There is no doubt that riding gear improves your chances of surviving a crash unscathed. Just be careful not to adopt a false sense of confidence because you feel less vulnerable. As always, the trick to a long and healthy life on two wheels is to ride smart enough so you never have to test the effectiveness of your riding gear.
The techniques in this article are used at motoDNA closed circuit training days to develop riding skills for the road and track.