The advantages of a motorcycle and apparel that can be easily seen by other motorists are well known. Hurt found significant crash-reduction benefits in both daytime headlights and brightly colored clothing. A 1990s New Zealand study found lower risk of crashing with fluorescent or reflective clothing and white helmets. And anecdotal evidence from net forums recommends all of that plus headlight modulators that produce a pulsating beam of light.

None of which does a bit of good if the line of sight between the motorcycle and potentially interfering traffic is blocked.

In a small Washington city, a rider negotiates the odd S-shaped bend on a main street through town and finds a bus making a left turn from the oncoming lane. Though he brakes hard, he's unable to stop and hits the right rear quarter of the bus before it can finish its turn. Because foliage obstructed the sightline between the motorcycle and bus through most of the bend, the bus driver began to turn before the motorcycle was even in sight. Moreover, the shape of the bend took the rider's focus away from the intersection. By the time he had passed the obstructions and looked toward the intersection, the bus was less than 100 feet away. The rider's speed wasn't reported, but it was too fast for him to stop in the available distance.

In Pennsylvania, a motorcycle traveling behind a van approaches an intersection where a car stopped at a cross street on the right waits to turn left. The van ahead of the motorcycle slows to turn right at the intersection, and the driver on the cross street seizes the opportunity to make his turn. The motorcycle passes the slowing van and collides with the left-turning car. Neither the driver nor the rider saw each other because the van obstructed the sightline.

On a West Virginia thoroughfare with three lanes in each direction, traffic in the #1 and #2 lanes (numbered from left) is at a crawl. To accommodate an oncoming motorist attempting to turn left into a driveway, drivers in those two lanes open a gap to let him through. But he collides with a motorcycle in the #3 lane moving at normal speed. Again, neither the rider nor the driver saw each other because the sightline was blocked.

Conspicuity—or passive visibility—is often emphasized to the exclusion of active visibility, adjusting position and speed to improve the chances of being seen by other motorists. In fact, a rider in a high-viz yellow Aerostich Roadcrafter with a searing, pulsating headlight beam may be lulled into complacency. Unless he is also taking positive action to ensure a clear line of sight between himself and vehicles that could cross his path, he could find himself in one of these situations.

---

A superior rider uses superior judgment to avoid problems that would demand his superior skill.

Good post:

Unfortunately I feel that the majority of riders either don't understand the need for "active" as well as "passive" visibility. Riders aggressively practicing techniques of risk management while riding are in the minority.

 The false sense of security of, "I know how to ride" well, "it only happens to riders of XXXXX type of motorcycles", peer pressure, wanting to fit in (the herd mentality) and any number of other excuses and finally the simple lack of knowledge of the risks posed by lack of visibility. Educating the rider is helpful if that rider will ingrain the practice over the long term. Driver awareness is also helpfullbut that will require a longer term re-adjustment of a greater number of auto/truck operators who have grown up and become used to, cell phones, cup holders, dvd players,radio, road rage, traffic congestion, bigger is always better vehicles isolating them from their secure world beyond their bumpers.

I have used both for years. Loud colors, and louder horns are only half the strategy. Just a little zig-zag when approaching a danger zone most of the time will get that left turner, or the pull out's attention. Adjusting lane position, speed, and angle of attack are things most novices don't have a clue about.

---

"DUCK" WV

When was the last time any of us really took a look at just how visible our motorcycle headlight really is? I see bikes all the time whose headlamps may as well be off as on because they are not properly aimed.

Also old fashioned sealed beams should be outlawed on any motorcycle. At a minimum the lamp should have to be a high intensity hallogen bulb or better yet one of the newer superbright design like Sylvania Silverstars or similar types. Optimally motorcycles should come equiped with HID

I have rode in groups where at 200 feet if I didn't know the bike was there I would have never have seen it. Some riders take the hint when I tell how poorly their headlight visibility is but others simply ignore the advice and continue to "blindly" ride along.

 I for one have the best bulbs I can buy and am saving my pennies for the $500.00 HID conversion.  

---

"Those who would give up essential liberty to purchase a little temporary safety, deserve neither liberty nor safety.”

This is very good information.  However, I think that there is one more issue involved in these types of scenario.  As often as is humanly possible a rider needs to be familiar with the road.  I know that many of us ride where we live a large majority of the time.  Barring road trips where we are not familiar with the road, we should get to know our roads like the backs of our hands.  That way, we know that there is a potential obstable before we get to it and can react prior to a panic rather than after.

 Sure we have a responsibility to make ourselves seen, but we also have a responsibility to act to avoid as many issues as possible.  Here in the Black Hills there are many curves you simply can't see around from the beginning.  Using proper riding skills we know that we look were we turn, but we also need to be conscious of the fact that there is a driveway on the other side of that curve and ride accordingly.

---

Only a biker knows why a dog hangs his head out the window.