RoSPA NZ Group Riding Policy
Contents
1. Introduction.............................................................................................3
2. Ride Organisation....................................................................................4
3. Rally Point...............................................................................................5
4. Ride Navigation and Communication........................................................7
5. Ride Formation........................................................................................8
6. Group Ride Overtakes within the Group...................................................9
7. Group Ride Overtakes of Third Party Traffic...........................................10
8. Interaction with Third Party Road Users and Pedestrians.......................13
9. Rider Rest Breaks and Petrol Stops.........................................................14
10.End of Ride Dispersal.............................................................................15
11.Emergency Contact Procedures .............................................................16
1. Introduction
As a motorcycle group, it is the stated aim of RoSPA NZ to engage in long distance, extended time, group rides during all weathers and routinely on unfamiliar roads.
This group riding policy, by defining the expected group riding standard, is an important element in mitigating the negative effects of fatigue, increased stress levels, unclear expectations and associated reduced situational awareness that may potentially arise as a result of riding on unfamiliar, technical roads in adverse conditions for extended periods of time.
In addition to the intended nature of RoSPA NZ Group Rides, it is equally worth taking time to
reflect on the nature of group rides in general. Whilst riding in a group does much to
mitigate risks from third party road users, it should be acknowledged that there is
significant statistical evidence to show that groups of motorcyclists riding together will
have heightened exposure to other types of risk unless all members of the group have a
pre-arranged agreement regarding group etiquette. For this reason, the group planning session of 19th/20th March 2022 decided that a Group Ride Policy should be codified, circulated and ultimately agreed upon by all founding members of the group.
Group Craft
As a social riding group RoSPA NZ has recognised the importance of ensuring that all members
adopt and promote standardised protocols for group riding. These protocols will be known
collectively as Group Craft.
The purpose of practicing and refining Group Craft is to:
i. Enhance the safety of the group.
ii. Ride in a way that does not endanger anyone.
iii. Ride in a manner that does not interfere with the flow of traffic.
iv. Ride in a manner that will promote a positive image for motorcycling in Aotearoa.
2. Ride Organisation
a. Each ride will contain of three key riders:
i. Ride Coordinator (RC) The RC is the person who initiated the ride. The RC is the decision maker and point of contact for all aspects of ride logistics. Responsibilities / planning elements of the ride will include but may not be limited to:
• Start time
• Rally point
• Route planning
• Method to be used for navigation of the group
• Stopping points
• Fuel Stops
• Suggested accommodation for overnight stops
• Appointment of Lead Rider(s) and Tail End Charlie
• Pre-ride briefing
• Confirmation of Emergency Contact information of all riders
• Knowledge regarding availability of First Aid and Repair Tools if any
• Post ride dispersal
ii. Lead Rider (LR) The RC may take on the role of Lead Rider, however it may be desirable to
appoint and brief a Lead Rider(s) at the discretion of the RC. The function of a Lead Rider is to reduce the workload burden of the RC. This is a particular consideration on long runs. Appointing a Lead Rider also affords the opportunity to incrementally extend the experience of new members by giving them a chance to lead the group. If a LR is deputised, the overall control of the ride is still retained by the RC. A LR may act for the entire ride or a discrete ride segment. The RC will brief the LR on the route via whatever method they feel is appropriate.
iii. Tail End Charlie (TEC). The TEC will be selected by the RC. The role of TEC is to act as the definitive final rider in the group. In the event that a member of the group ride drops out of formation, the TEC will stop to render assistance and communicate as necessary with the RC. The TEC should have multiple contact details for the RC to ensure that contact can be made with the RC in the event of an emergency. The TEC will be briefed by the RC on the entire route plan (including stopping / fuel points). All other riders will be aware who is acting as TEC.
b. Rides will be organised by group members on a continuing casual rotational basis.
c. Each member of the group will be expected to take on each of the roles described above so as to ensure a fair distribution of workload associated with the group’s activities.
d. At the departure time, all riders will be assumed to be ready to depart for the first segment of the run. All personal pre-ride preparation, for example- fuel, toilet, food are expected to be complete prior tothe scheduled departure time.
e. At the departure time, all riders will be assumed to be ready to depart for the first segment of the run. All personal pre-ride preparation, for example- fuel, toilet, food are expected to be complete prior to the scheduled departure time.
3. Rally Point
Members of RoSPA NZ are already spread across a large geographical area. Bringing members together efficiently for a group ride will therefore require consideration.
a. The Rally Point will be selected by the RC of that ride.
b. If possible, the selection of an initial group ride Rally Point that is equidistant to the
greatest number of members is desirable.
c. If required, early stops in the ride can be arranged to rendezvous with RoSPA NZ members who may be too remote from the initial Rally Point to make the start time.
d. The Rally Point should ideally be at a location where fuel and food can be obtained prior to the schedule departure time for the group ride.
e. The time of departure from the Rally Point will be selected by the RC.
f. At the departure time, all riders will be assumed to be ready to depart for the first segment of the run. All personal pre-ride preparation, for example- fuel, toilet, food are expected to be complete prior to the scheduled departure time.
4. Ride Communication and Navigation
It will be necessary during a group run for riders to communicate with each other. Historically groups have used a system of hand signals for this purpose, but the availability of cheap, reliable short range, helmet-to-helmet communication systems make clear verbal communication accessible to the majority of riders.
a. Communication
i. Efficient rider to rider communication can be used to enhance group situational awareness and rider safety.
ii. Due to equipment already owned, the de-facto standard for rider-to-rider communication
equipment is the Cardo range.
iii. Members should endeavour to obtain the Cardo Packtalk or Neo system or other Mesh enabled system if they are able.
iv. Each RoSPANZ member should strive to have a solid understanding of the Packtalk system they use and most specifically how to link it to other Packtalk modules within the group.
b. Route Navigation
i. Navigation for the route is the responsibility of the RC.
ii. Where possible, a GPS file (e.g. TomTom .ITN file or .GPX file) should be shared with the group prior to the date of the ride.
iii. For larger group rides and/or complex routes, the ‘marker system’* can be used to facilitate efficient navigation while maintaining ride progress.
c. An overview of the route, including time/distance to fuel, food and ‘comfort’ stops for the ride should be given by the RC during the pre-ride briefing.
* The Marker System referred to here is the method of motorcycle group navigation practice sometimes referred to as “last man drop off”.
5. Ride Formation
The protocols for the group ride formation form a significant portion of Group Craft. Agreement on this point by all members of the group will inform decision making and situational aware while on group rides.
The ride formation will have two discrete modes:
• The formation used as the default open road (cruise) configuration.
• The formation adopted on technical sections of road.
a. Cruise Mode - Riding in staggered formation
i. The majority of training and road safety organisations advocate for the staggered formation as the safest technique for group motorcycle riding.
ii. The staggered formation is believed to allow the group to close ranks without reducing following distance while clearly inhibiting any tendency for riders to move up beside one another. However, the usual approach does involve a shortening of the separation distance to the nearest motorcycle so the group has decided that no closing of ranks should take place, all riders maintaining a minimum 2 second separation from the nearest motorcycle.
iii. A staggered formation does have the advantage of improving view of the road ahead.
iv. To do this, the leader rides to the right-hand side of the lane.
v. The second rider keeps a 2 second gap but rides to the left-hand side of the lane.
vi. A third rider would take the right-hand position. and will maintain a minimum two second
distance from the rider NEXT IN FRONT REGARDLESS OF POSITION ON ROAD, hence the
“staggered” formation must not result in a “closing of ranks” but purely a means of increasing the view. The additional benefit is that the following rider/s may be more easily seen in the mirrors than in single file.
vii. The fourth rider will maintain a minimum two-second distance from the third rider, in the left-hand side of the lane, and so on down the line.
viii. The time gap should be doubled if road conditions warrant it (e.g. rain or other compromised road surface).
ix. It should be noted that, maintaining a two second gap between every rider does not create a “closing of ranks” so, other than increasing view past the rider in front on straight roads, there is little other advantage gained.
b. Technical Road Sections - Riding the group in single file formation
i. The staggered formation can be safely used as the default ‘cruise’ configuration for the group on open road sections of travel; however single file should be used on curves and when turning corners.
ii. In single file travel, such as on more technical roads, each rider will adopt road positioning in accordance with the best practices of road craft.
6. Group Ride Overtakes within the Group
A frequent type of accident that occurs during group motorcycle ride activities is a collision between two motorcycles in the formation. To quote a leading insurance provider:
"If you’re going out for a ride, agree not to overtake within the group – overtaking is a
frequent cause of the group riding accidents we see. They’re common even in advanced
riding groups. Without a strict rule, people eventually get frustrated – ‘hasn’t he overtaken
that yet? You could get a bus through there, I’ll have him now’. Then both riders go out –
the front one doesn’t imagine his mate will be making a lunge past –and they have a
collision. These crashes are a mix-up in communication – you’ll think someone’s doing
something and they’re not. So ruling out overtakes within the group takes away a lot of the
risk."
a. In general the order of bikes within the group will remain fixed for the duration of each discrete segment of the ride.
OR
b. On occasions, an over-take within the group may be desirable. If so,
this should be accomplished after clear communication of intent between the riders involved.
c. While riding in the group formation as at any other time, all riders should maintain a high level of rear observation and situational awareness. This becomes even more important for any riders within the group who are not connected via a verbal communication link (Cardo Packtalk)
7. Group Ride Overtakes of Third Party Traffic
Clearly the overtaking of other traffic by members of the group has an inherent increased level of risk. Therefore, all reasonable steps should be taken to mitigate this risk potential.
a. The initial decision to engage with an overtake process for the group rests with the
lead rider. There are a number of considerations that should inform this decision:
i. Speed differential between the group and the other traffic. i.e. can the overtake be accomplished without excessive use of speed.
ii. What is the distance to the next navigational way-point? Will an over-take jeopardise efficient navigation for the group as a whole?
iii. Nature of the road topography and weather conditions.
b. As stated above, the ride leader will make the initial determination regarding the group decision to pass slower traffic. It is important to note however that the responsibility for both:
i. the legal use of speed.
ii. physical safety for self and others will always remain with each individual rider within the group.
c. Once the LR has determined that an over-take is desirable for this segment of the ride, the other riders in the group should begin to plan accordingly.
d. Riders in the group should only pass another vehicle one at a time.
i. When it is safe, the lead rider should pull out and pass.
ii. When the leader returns to the lane, they should take the left-hand lane position and maintain their over-take speed long enough to open a gap for the next rider.
iii. As soon as the first rider has safely passed the third party traffic, the second rider should move to the right-hand position and watch for a safe chance to pass.
iv. Riders behind the one planning their overtake will need to adjust their lane position to keep a proper following distance and remain in the correct pattern in case the passing opportunity disappears and is no longer available.
v. After passing, each rider should maintain their over-take speed long enough to open a gap for the next rider and adopt a lane position appropriate to their position in the group and the nature of the road segment.
e. As stated above, during all group rides it must be emphasised that each rider will retain personal responsibility for their actions. Therefore, with regard to item 7. b. i & ii above, no member of the group should perceive a requirement or social pressure to attempt an act or manoeuvre contrary to either of these points.
f. It is likely that during an over-take, the group will become dispersed over a greater physical distance. This will usually lead to verbal communication outages. For the sake of clarity, it should be emphasised that after an over-take, the Lead Rider will facilitate an appropriate strategy for the group to reform. How this is accomplished will vary according to the nature of the ride segment, but all members of the group should be aware and comfortable in the knowledge that group’s Lead Rider will actively work to keep the group together.
g. Increased situational awareness is a vital part of every over-take. As stated above (7,d,v ); in the case of an over-take while travelling as a member of a group ride, all riders should endeavour to maintain their over-take speed beyond the vehicle being passed in order to facilitate overtakes for riders following within the group.
h. With regard to 7, c. above; a rider planning and looking for opportunities for an over-take should not compromise the guidelines for safe following distance within the group.
i. With regard to 7, c. above, any rider making an over-take manoeuvre should keep in mind the 100m remaining rule. i.e. You need to be able to see 100m of clear road ahead of you once you have finished the overtake.
j. Riders should be aware that on road sections comprised of multiple lanes, such as passing lanes, slow vehicle lanes, dual carriageways, etc., it is highly likely that multiple vehicles will be eager to pass. This includes not only other group members but also third party vehicles. Riders should exercise increased awareness on such sections and endeavour not to hinder other road users from taking advantage of such passing opportunities.
k. The passing of other road users has the potential to appear intimidating to those third parties, particularly where a number of motorcycles converge on a car. All group riders should maintain awareness of this and strive to follow and then pass other road users in a manner that is not only safe but also non-aggressive from the viewpoint of other road users.
8. Interaction with Third Party Road Users and Pedestrians/Awareness of public image
All group riders should maintain awareness that to some extent, motorcycling has a public image problem that we as a group can strive to change. For example, as stated above (7. j. ) there is the potential for a group of motorcycles to be perceived as aggressive or intimidating to other road users.
While this may seem unreasonable from the perspective of RoSPA NZ members, most of us have witnessed anti-social behaviour by motorcycle riders and the human tendency towards conformation bias that can lead other road users to focus on any poor road behaviour. With this in mind:
a. All group riders should ride in a manner to ensure they interact with other road users in a manner that is not only safe but also non-aggressive from a third party perspective.
b. Third party road users overtaking the group.
i. There may be occasions when another road user converges on the group ride from behind. If this occurs, group communication can be used to raise awareness of the third party.
ii. If it seems appropriate, the group members at the rear of the formation can facilitate safe progress of a third party through the group formation* by extending the gaps between riders within the group.
c. Arrival and departure at rest / fuel stops. Multiple motorcycles arriving at a rest or fuel stop has the potential for minor conflicts with other users of that facility. RoSPA NZ members should be aware of this as a group while parking or manoeuvering to a fuel pump. Be aware and guard against behaviour that might appear anti-social.
* Note: Members of the group should not signal or in any way instruct a third-party road user to over-take; they should simply strive to allow the third party to pass safely through the group if appropriate and if that appears to be the third party’s intention.
9. Rider Rest Breaks and Petrol Stops
Generally, RoSPA NZ group rides will be of extended duration so advanced consideration and planning should be given to segmenting the ride.
a. The RC may act as Lead Rider for all or some segments of the ride.
b. Allocating another member of the group as Lead Rider for a segment allows for the spread of experience and reduction of fatigue for the RC.
c. The RC will ideally plan each ride segment to terminate at an appropriate location with regard to petrol, food and comfort breaks for the group.
d. Information about the ride segments and the breaks will be part of the pre-ride briefing.
e. At the commencement of each break, the length of the break and the planned restart time will be made clear to all riders. Each rider is expected to be ready to depart at that planned time.
10. End of Ride Dispersal
Historically, once the objective of a group ride has been met, members of the group have tended to separate from the main party in an ad-hoc fashion on occasion. It should be noted that a rider departing from the group ride without all members of that group being aware of the intention can lead to group rider distraction with associated reduced safety. For this reason, a group ride should have a distinct pre-defined "End Point".
a. Announcement of the end point will form part of the pre-ride briefing. (In practical terms, all members will likely be aware long before this).
b. An End Point for a ride should ideally occur at a location where fuel is available.
c. An End Point for a ride should ideally occur at a location where a ride debrief can be carried out if one is desired.
d. At the end point, all members of the group should be encouraged make clear what their intentions are to the others.
e. Beyond the End Point, many members of the group will likely continue to travel together and most elements of the Group Ride Policy should remain active. The distinction of the end point is that, beyond this point, the RC has relinquished all organisational control of the group.
11. Emergency Contact Procedures:
Although it is an unlikely occurrence, RoSPA NZ needs to establish and maintain a robust process to be followed in the event of a serious incident involving the group.
a. The primary initial contact in an emergency is likely to be from the TEC to the RC and or Lead Rider.
b. Normal communication within the group will be via the Cardo linkup.
c. Non-normal / Backup communication can be achieved via mobile phone.
d. The RC and the TEC must confirm prior to the start of the Group Run that they have immediate access to each other’s phone numbers.
e. The RC should either:
i. Have their tech configured to be able to receive and incoming calls while riding.
ii. Nominate another member* of the group to be that point of contact and place that member of the group adjacent to the RC’s position in the ride formation.
f. In the event of an incident, the TEC will ascertain if emergency services are required / have been called and pass this information to the RC.
g. In the event of an incident, Group Ride activity should cease.
h. In the event of an incident, the RC should nominate a Rally Point as close to the incident as is compatible with the safety of the group members and other road users.
i. The TEC and the RC will liaise regarding further actions at the incident and strive to
maintain the safety of the group members while utilising any skills available (First
Aid, Incident Management etc.).
j. RoSPA NZ should gather and maintain an up-to-date Emergency Contact Details (ECD) list
for all RoSPA NZ members. This ECD list should be in electronic format and circulated to all members.
k. The RC and the TEC should ensure they are in possession of the ECD list during the pre-ride briefing.
l. If required, the RC will pass contact details of any group members involved in an incident to the police or other emergency services. Actual contact with next of kin should be handled by the emergency services.
* This option should only be used as a last resort.
Note: If it is used in conjunction with the marker method of group navigation, the
robustness if the emergency contact procedure could be compromised at a vital.
We wish to acknowledge the work of R Stentiford/N Whittingham/T Knight, Et al in the formulation of this Policy.
