Passes & Canyons Blog

A rider coach observes her students.

It is officially spring and riding weather is upon us, at least on some days. So, maybe you’ve been riding for a long time and you really can’t understand why more people don’t do this. Whatever the reason for that, there are always some people who do want to ride, and we can help them by teaching them how to ride motorcycles intelligently. And make some extra cash in the process. Anybody want to become a rider instructor?

Colorado’s Motorcycle Operator Safety Training (MOST) program sent around a periodic notice recently looking for rider instructors. Here’s your chance.

Let me tell you a little about the training program. I took the course several years ago and back then I had to pay $450 for it. Nowadays MOST pays for it, if that hasn’t changed without my knowledge.

We took several days of classroom learning and also went out on the course, working through the program on each other. Then for the finale we took a real class through the paces.

Let me tell you, this was no breeze. I knocked myself out and barely passed. I was so discouraged by the whole thing that I chose not to pursue actually working as a rider instructor. But that was me. Your mileage may vary–I just wanted to warn you that this is a serious training program.

But if you pass and you do go on to teach there are substantial rewards. For one thing, from what I understand, the pay is pretty nice. You can make a couple hundred dollars in a weekend and you can generally work as much as you like, so it can add up to real cash.

More importantly, you get the joy of seeing others get it, and get enthused. And sending them off on their riding careers knowing they are prepared to be competent, safe riders. That was really what I wanted to do, why I wanted to be an instructor, and it was the big disappointment when I concluded I was not cut out for it.

Anyway, just putting the idea out there. Maybe it’s just what you were looking for.

Biker Quote for Today

I didn’t fall off the back of anyone’s bike–I ride my own.

Keep the rubber side down, OK?

What else can we glean from the 2020 annual report of Colorado’s Motorcycle Operator Safety Training (MOST) program?

How about this. Bullets copied from the report with my comments added in parentheses.

Motorcyclist Fatalities – 2019

• 103 motorcyclists were killed in motorcycle crashes in 2019, 92 were male, and 11 were female. Ninety-three were motorcycle operators, and ten were motorcycle passengers.
• Motorcyclist fatalities represented 17.3% of Colorado’s total traffic fatalities (103 of 596). (Yeah, and we sure aren’t 17.3% of the vehicles on the road.)
• The number of motorcyclist fatalities remained the same in 2017, 2018, and 2019 at 103.
• 71 motorcycle operators involved in fatal crashes were determined to be “at fault” in the crash.
• 43 of the fatal motorcycle crashes involved only the motorcycle and no other vehicle. (Can’t blame someone else, at least in most of these cases. There’s always the possibility a rider swerved to avoid an idiot and paid with their life.)
• In 2019, 24 motorcycle operators killed in a fatal crash were suspected to be impaired by alcohol and/or drugs.
• 48 motorcycle operators killed were not wearing a helmet. (This means 55 who died were wearing helmets. Helmets are good but don’t let anyone try to tell you they’re a cure-all.)

Of 1,965 motorcycle crashes tallied, where did they happen?

Non-intersection: 1,022. At intersection: 595. Intersection related: 160. Driveway access related: 114. Ramp: 42. Roundabout: 19. In alley: 11. Parking lot: 2.

So OK, we all know the dangers of drivers turning left in front of you, but apparently the majority of crashes don’t even occur at intersections. What causes these? I think we’ll start to get some answers in the next section.

What was the “First Harmful Event” as the report terms it?

Overturning (non-collision): 548. Collision with curb/median: 136. Front to rear collision: 134. Other non-collision: 90. Side to side collision–same direction: 86. Collision with wild animal: 48. Collision with other object: 41. Collision with parked vehicle: 29. Collision with embankment: 27. Collision with guard rail: 26.

So overturning (non-collision) is the top event? What caused that? The top violations of at-fault riders again helps explain. These are apparently what the riders were actually cited with after the crashes.

Careless driving: 469. Driving under the influence of alcohol: 48. Reckless driving: 47. Following too closely: 45. Improper driving on mountain highway: 21. Failed to drive in designated lane: 12. No insurance in possession: 12. Unsafe lane change: 8. Improper turning left: 8. Improper passing on right: 8.

So careless driving is a really big factor. That’s worth noting. Next we have top contributing human factors of riders at-fault.

Driver inexperience: 224. Driver unfamiliar with area: 73. Driver preoccupied: 51. Evading law enforcement officer: 16. Illness/medical: 7. Driver fatigue: 6. Distracted by a passenger, food, objects, etc.: 4. Driver emotionally upset: 3. Physical disability: 1. Other: 453.

So in other words, with 453 “Other” there must be an unknowable number of human factors that, under the right combination of circumstances, can lead to a crash. Next is top movements of at-fault riders.

Going straight: 603. Making left turn: 89. Slowing: 69. Changing lanes: 58. Making right turn: 56. Passing: 41. Weaving: 35. Avoiding object in roadway: 28. Making U-turn: 7. Entering/leaving parked position: 3.

There it is! That’s what causes motorcycle crashes! In 603 cases the riders were going straight! Don’t these people understand you’re supposed to ride the curvy roads? OK, yeah, I’m funny.

Hopefully there is some tidbit of information here that strikes you and that you will incorporate into your mindset when riding to make you a safer rider. Something like, wow, most crashes don’t even happen at intersections, I guess I’d better be more alert all the time. And maybe not; well, I offered it to you.

Biker Quote for Today

You might be a Yuppie biker if you can’t figure out why the battery on your new bike won’t stay charged.

MOST Program annual report

The 2020 annual report of Colorado’s Motorcycle Operator Safety Training (MOST) program is out and more than anything it looks like last year’s report. In fact, the number of fatalities has remained steady at 103 for three years in a row now. This is down from an all-time high in 2016 of 125 fatalities. The 2020 report addresses crashes in 2019.

As would be expected, the counties with the highest number of fatalities are the counties with the highest populations. These include Adams County (10 in 2019, 53 in the last five years), Denver (15 and 63), El Paso (19 and 59), and Jefferson (13 and 63). The 10 fatalities in Adams County matches the previous year and the 13 in Jefferson County is one higher than 2018, but there were considerable increases in Denver (7 up to 15) and El Paso (12 up to 19).

The age groups of those who died were largely stable with the exception of the 40-49 age group, which has risen from 15 to 21 in the last three years, and the 50-59 age group, which has declined from 20 to 16.

Looking at overall statistics, in 2019 there were approximately 120,000 vehicle crashes statewide, of which 1,965 (1.6%) involved motorcycles. Those 1,965 included 115 riders who took MOST training in either 2018 or 2019.

OK, here’s a statistic I didn’t understand at first but think I do now: Of the 1,965 crashes involving a motorcycle, 1,361 crashes resulted in injury, and 96 crashes resulted in a fatality. I wondered how could it be 96 if there were 103 fatalities but then I realized that several of those crashes must have resulted in two or more motorcyclists killed.

Here’s another interesting statistic that does not reflect well on MOST: Of the 1,965 motorcycle crashes, 1,269 of the motorcycle operators were at fault in the crash (64.6%). Among the 115 motorcycle operators who were MOST students and had a crash in 2019, 76 were at fault in the crash (66.1%). So how effective is training, really? Despite that I still have to believe getting training is better than not getting training.

This next stat speaks better of MOST: In 2019, there were 154 crashes where alcohol or drugs were suspected among motorcycle operators at fault in a crash. 127 of the motorcycle operators were suspected of alcohol use only, 18 operators were suspected of drug use only, and 9 motorcycle operators were suspected of both alcohol and drug use. Only eight MOST students were suspected to be impaired by drugs or alcohol at the time of the crash.

Perhaps that implies that people who are responsible enough to get training are also more responsible about impaired driving in general.

There is more information to be mined from this report and I’ll continue with that in my next post.

Biker Quote for Today

We know you’re a poser if you never ride to work.

Bikes going up Pikes Peak.

As a casualty of the Covid-19 disruption the Colorado legislature was recessed and, now back in session, is killing bills wholesale so as to focus solely on those must-pass bills such as the state budget.

One casualty of this mass slaughter is SB-65, which would have made it illegal for drivers to operate cellphones or other electronic equipment while driving unless they were using a hands-free device. The bill had passed the Senate but did not make it through the House. Maybe next year.

Unfortunately, the bill to extend the MOST program is among those being pushed forward. The bad news and the bad news–there is no good news in this area.

But wait, there’s more. At the national level, the highway bill has had language proposed that would boost states that have mandatory helmet laws for riders under 18. Here is what the Motorcycle Riders Foundation has to say about this.

The Motorcycle Riders Foundation (MRF) was alerted by our contacts in the U.S. Senate regarding a proposed change to the dedicated 405 Motorcycle Safety funds in the National Priority Safety Programs that is authorized through the Highway Bill. The proposed change to this program would add another criteria for states to qualify for motorcycle safety funds. In order to qualify, states have to meet two of the six current criteria. In addition to the current criteria, the additional qualifying area would add a category for states that have a mandatory helmet law for anyone under the age of 18. While meeting the under 18 helmet law is not mandatory to receive these funds, we at the MRF oppose any such change. We cannot allow any amount of erosion of our rights on this issue. The MRF is adamantly opposed to any federal law that would require the use of a helmet, apparel or conspicuity standard.

I guess we’ll see what happens there.

Biker Quote for Today

Top 10 signs that a computer is owned by a Harley rider: 09. System sound effects now play a Harley kicking over when a program starts.

Another useless bureaucracy defies death.

If you care about passing the hands-free bill that would prohibit a lot of this nonsense of cagers killing bikers because they’re on their cell phones the time is now to contact your state representatives. I’ll just insert what Stump sent out.

The important information this week is about SB20-065 (Use of Mobile Electronic Devices While Driving). The Bill will be heard by the House Transportation & Local Government Committee on Wednesday, March 18, in the Legislative Services Building (200 E 14 Ave on the first floor, conference room on the left as you enter the building). The meeting starts @ 1:30 pm and right now it is scheduled 2nd on the agenda. Below is a list of the committee members. Please contact them asking for their support of the bill. ABATE’s official stance is to support the bill, as it will make our roads safer, but of course, you always have the option to represent yourself and oppose it.

Matt Gray, Chair matt@matthewgray.us 303-866-4667

Tony Exum tony.exum.house@state.co.us 303-866-3069

Terri Carver terri.carver.house@state.co.us 303-866-2191

Marc Catlin marc.catlin.house@state.co.us 303-866-2955

Meg Froelich meg.froelich.house@state.co.us 303-866-2921

Edie Hooton edie.hooton.house@state.co.us 303-866-2915

Stephen Humphrey rephumphrey48@yahoo.com 303-866-2943

Jovan Melton jovan.melton.house@state.co.us 303-866-2919

Alex Valdez alex.valdez.house@state.co.us 303-866-2925

Donald Valdez donald.valdez.house@state.co.us 303-866-2916

James Wilson representativewilson@gmail.com 303-866-2747

Last year this bill passed the Senate but died in the House. We need to make sure it passes this time.

Not surprisingly, the bill to renew the Motorcycle Operator Safety Training (MOST) was approved and passed along to the House Finance Committee. Why do we have the Sunset review law if bureaucracies are renewed without any real consideration of their ongoing merit? Why can’t we just let them die?

Once the Finance Committee rubber-stamps it the bill will go to the full House. Contact your legislators and tell them it needs to die.

Biker Quote for Today

You might be a Yuppie biker if you have doubled the weight of your bike with bolt-on chrome.

The current MOST site.

After I wrote that post on Monday about needing to get rid of the Colorado Motorcycle Operator Safety Training program (MOST) I decided the most logical thing to do would be to contact the legislator who was carrying the bill. That would be Rep. Tom Sullivan who represents District 37 in Arapahoe County. Here is what I wrote.

Hello Rep. Sullivan. I see that you are sponsoring the sunset renewal of the Motorcycle Operator Safety Training program and that is what I wish to address.

This program seems to be on autopilot for renewal and it really should not be. When MOST was created we motorcyclists supported it and we supported paying extra on our license and plate renewals to pay for it. It was intended to promote rider safety by subsidizing the cost of rider training, and for a long time that is what it did. Administration of the program was to take no more than 15% of the funds raised.

Now there is no trainee subsidy at all and while the state agency doing the administering presumably spends no more than 15%, an outside vendor has been brought in to actually run the program, at a considerably higher cost, in addition to what the state spends. And where does the rest of the money go? No one seems to be able to offer an adequate answer to that question.

We motorcyclists are not getting our money’s worth and I for one am no longer happy to pay that money if I’m not getting what I’m paying for.

But you will not hear the training organizations calling for elimination of MOST because without MOST they would not be able to certify their trainees as having passed the riding portion of the test. Thus, riders would have less incentive to get training and we would probably end up with more untrained and unlicensed riders on the road and the training organizations would suffer a loss of income.

What is really needed, and I’m calling on you for this, is to rewrite current legislation or write new legislation that would allow the elimination of MOST or else its significant revision so that the trainers can still certify but we eliminate all the bureaucracy. I would think simply one dollar on each motorcycle plate renewal would be plenty to pay the moderate costs of ensuring that all training vendors meet the standards and the rest of what we pay can be cut.

Or maybe you have a better idea. I’d be interested to hear it. What I am not interested in hearing is that this Frankenstein thing that MOST has turned into gets automatically renewed for five more years.

Thank you for your time.

Who knows, maybe if a lot of us wrote to him he would pay attention. Wouldn’t hurt to try.

Now it’s your turn.

Biker Quote for Today

Rocket bike is all her own, it’s called a Hurricane. — David Wilcox

Back in 2013 there was opposition to continuing the MOST program. Most supporters from those days now wish they had lost that battle.

Bureaucracies never die, you just wish they would. Take Colorado’s MOST program–please!

The Motorcycle Operator Safety Training (MOST) program is up for sunset review this year, as House Bill 20-1285, and although it is no longer doing anything close to what it was intended to do, it appears destined to continue to exist. HB20-1285 will be heard in the House Business Affairs & Labor Committee on March 3 if you want to go register your preferences.

It started out as a good thing. Colorado motorcyclists supported the creation of MOST, willingly agreeing to pay an extra $4 every time we renew our drivers licenses and an extra $2 for every motorcycle license plate renewal in order to fund the program. In return, money raised was used primarily to lower the cost for students taking motorcycle rider training courses. The legislation limited program administrators to using only up to 15% of the funds to cover the cost of administration.

Today the program brings in about $800,000 per year but not one penny goes to reducing the cost of training. And while the administrators say they keep their cost to under 15%, a good deal more than that is used to fund “contract administration,” which is to say, to pay for an outside vendor to run the program. Isn’t that what the state agency was supposed to do with the 15%? And just what exactly are they doing with the rest of the money? Putting up road signs warning drivers to watch out for motorcycles? That doesn’t seem a particularly good return on the investment of $800,000. Per year.

You might think there would now be a concerted effort to get rid of MOST but you would be wrong. I raised this question at my ABATE D-17 meeting last week and it seems the matter comes down to one consideration. All organizations and companies in Colorado that offer motorcycle rider training, if they operate under the MOST umbrella, can sign off a student on the riding portion of their motorcycle riders license presuming they pass the course successfully. Then all they need to do is take the written test and boom, they’re done.

The concern is that if MOST went away, so would this ability to certify the riders, and the impetus to take training would diminish. That would mean more untrained–and possibly unlicensed–riders out there and a lot less income for ABATE, T3RG, and other training organizations.

A number of years ago the MOST program was up for review and was facing harsh criticism. The Colorado Confederation of Clubs was actively campaigning to abolish it. ABATE of Colorado fought to keep it.

Now, from what I gather, everyone hates MOST but we have to keep it or else.

How about a different approach? How about we get rid of MOST but pass a bill allowing rider training vendors to certify trainees as long as they meet certain standards? We could cut the amount we riders contribute to maybe $1 on our plate renewals and that should completely cover the modest expense to monitor the training vendors.

Of course, passing the legislation is the sticker. That requires finding sympathetic legislators, crafting a bill, and building a constituency to get it passed. That’s not easy. It’s just so much easier to renew the program for another five years and move on to the next bill. Even if the program is not doing what it was created to do. This is why bureaucracies never die.

Biker Quote for Today

You know you’re a biker if you pile boxes and laundry on your car, but your bike must have 6 feet or clearance in the garage.

MOST Program annual report

Now we come to what I consider a particularly interesting portion of the 2018 report on motorcycle crashes put together by the Colorado Motorcycle Operator Safety Training (MOST) program. I’m talking helmet usage and rider legality, i.e., having motorcycle accreditation on your driver’s license.

Unlike the other tables in this report, where they list the top 10 items, there are only 7 choices here. There are 2,470 crashes counted.

“Helmet properly used” was ticked off for 1,223, or 49.5% of all motorcycle operators, and 66.7% for all riders trained through MOST. “No helmet” comes second at 882, for 35.7% of all riders and 18.0% of MOST-trained riders. So far rider training is looking pretty good, although we again have the unanswerable question of, did they get the training before or after the crash?

Number three on the list (109) is “not applicable.” These 177 are explained as “(Cars/Trucks).” Which seems odd. If these were people in cars and trucks, why were they included in this listing of motorcyclists? Then, with 54, is “Helmet improperly used.” Gosh guys, if you’re going to bother wearing a helmet maybe you should at least strap it on properly.

Then there is “Available, not used” at 20 and then “Bicycle helmet” at 5. Really? You think a bicycle helmet is going to do much good in a motorcycle crash? Heck, I don’t see how bicycle helmets do much good even in bicycle crashes. They sure haven’t helped my sister-in-law in the two crashes she has had on her bicycle.

That’s the list. What we are told elsewhere in the report is that there were 103 fatalities in 2018 and of them, 54, or 52%, were not wearing helmets. Which means 48% were wearing helmets, which, as always, gives the lie to those who seem to think the answer to motorcycle fatalities is to make everyone wear a helmet. Helmets help but it’s going to take more than just helmets.

Then we come to licensing. Out of 2,470 riders, there were 1,393 total listed as “Endorsement required & complied with.” For MOST-trained riders it was 64.0%. Again, that’s looking good for training though it also is particularly muddy regarding training before or after the crash.

A total of 563 riders had no endorsement, and then we have 371 with “Endorsement required & not complied with.” I’m really not at all sure what that is supposed to mean. How does that differ from no endorsement?

Then there are 51 listed as “Endorsement required & compliance unknown” and another 92 with “Unknown.”

I don’t know about you but I tend to suspect that riders who have MC endorsements are more likely to be safe riders. At the very least it presents a certainty that you have at least a minimum of ability to control the machine. No it doesn’t say a thing about the ability to maneuver a tight curve at a high speed but at least it’s a start. That’s where further rider training is a good thing. I’ve taken five rider training courses and done one track day and I can tell you pretty confidently that I’m a better rider than my friends who have done none of these.

Biker Quote for Today

You know you’re a biker if you can identify bugs by taste.