1. Basic motorcycle information for non-riding Leaders to ensure their Soldiers who operate a motorcycle are in compliance with DoD and Army regulations.
Motorcyclists are as diverse as any other group.

2. There are many questions to ask of a Soldier when it comes to riding a motorcycle.
Have you ever owned or operated a motorcycle before?
Do you have a motorcycle endorsement?
Have you completed a Basic Rider Course?
Do you have the required Personal Protective Equipment?
Do you have insurance?

3. A Soldier MUST have the following in order to operate a street licensable motorcycle:
Valid license with endorsement (endorsement codes vary from state to state)
Be trained per the Progressive Motorcycle Program (Basic Rider Course, Basic Rider Course 2 (formerly Experienced Rider Course) or Military Sportbike Rider Course, Refresher and Sustainment training. The BRC 2 is required for cruiser type motorcycles and the MSRC is for sportbike motorcycles.
Insurance
Personal Protective Equipment IAW AR and local law
Counseling (based on command/unit policy)

4. Motorcycling is a high risk activity which can be mitigated if the rider is licensed and trained, wears proper protective equipment to protect themselves and adheres to the rules and regulations that govern motorcycle operation. Although we cannot totally prevent motorcycle accidents, through proper training and preparation we can reduce them. Therefore, our actions can make riding motorcycles fun rather than fatal.
Motorcycling has become increasingly popular in the Army and with more Soldiers riding, motorcycle accident rates have increased proportionately. As the accident rate goes up, Leaders must find ways to improve motorcycle safety within the Army.
*U.S. Army Combat Readiness/Safety Center Operations Research & Systems Analysis estimate 14.5% or 80,000 Army personnel operate a motorcycle based on data analysis.
Increased Ridership – retrieved from

5. Progressive Motorcycle Program
Progressive Motorcycle Program.  The Army Progressive Motorcycle Program is designed to consistently keep motorcycle operator training current and sustain or enrich rider skills. The program consists of the following courses: BRC, BRC2 (formerly ERC), MSRC, MRT and MST.
(1)   Prior to operating any motorcycle, Soldiers will successfully complete an appropriate MSF-based BRC course or DUSD(I&E)-endorsed, State-approved curriculum for motorcycle operator's safety training.
(2)   Based on the type of motorcycle(s) owned and operated, Soldiers complete either BRC 2 or the MSRC within 12 months of completing the BRC. (Cruiser/Standard, BRC 2; Sport, MSRC)
(3)   The Army standard basic motorcycle riders course is an appropriate MSF-based BRC or DUSD(I&E)-endorsed, State-approved curriculum for motorcycle operators' safety training. Training must be conducted by certified or licensed rider coaches and include classroom instruction on technical and behavioral subjects, hands-on training, a riding skills evaluation, and a knowledge-based evaluation. Installations will accept the completion cards of the MSF BRC course or DUSD(I&E)-endorsed course that includes written and riding evaluations as proof of successful completion of the required training.
(4)   The MRT will be provided for any (motorcycle licensed and endorsed) Soldier owning the motorcycle and returning from a deployment greater than 180 days. The MRT will be conducted prior to any Soldier operating his or her motorcycle on a public or private street or highway with the exception of riding to the training site or location. The MRT will be conducted on the individual's own motorcycle to confirm ability to safely handle their motorcycle verses taking training on a smaller size/cc training motorcycle. Training will be provided through the Army Traffic Safety Training Program contractor or may be conducted at the unit level using the USACR/SC MRT DVD, which is available on request.
(5)   Absent exceptional circumstances, provide training within 30 days of requests for training. Senior commanders may authorize properly licensed or permitted operators awaiting training to ride on an installation roadway subject to any restrictions imposed by such a permit.
(6)   Every 5 years following completion of the BRC 2 or the MSRC, operators shall complete motorcycle sustainment training. Sustainment training shall mirror motorcycle course selection as outlined in paragraph 11-9b(2), or another State-approved motorcycle safe riding course. Additionally, if after a 3-year period of inactivity, the acquisition of a new or change in motorcycle(s), or a major geographic relocation, operators shall complete sustainment training. Sustainment training shall be mandated as of 1 October Operators may take advanced level training at no expense to the government to meet the sustainment training requirement. Commanders are not authorized to waive or defer sustainment training.
DoDI
Off-Road Training. Require additional performance-based training for on-installation operation of off-road vehicles controlled by morale, recreation, and welfare organizations and privately owned off-road vehicles. Encourage personnel who operate privately owned all-terrain vehicles (ATVs) or off-road motorcycles off-installation to complete appropriate operator safety training.

6. You may encounter a rider who completed training off post
You may encounter a rider who completed training off post. Many states require training to obtain a motorcycle endorsement and while many states use the MSF curriculum, there are at least two that do not; Idaho and Oregon. The Idaho Star program and Team Oregon are the respective state approved curriculums. The term state approved means any course for which the state or host nation waivers the riding skills portion of the motorcycle license or endorsement test.
Information extracted from ALARACT 381/2011.

7. Endorsement codes vary from an “M” designation to “CY” to a mixture of letter and number designations and restrictions may apply. Check with the state for valid codes.
*DOT HS

8. Insurance varies and a rider will generally pay more for insurance on a sportbike than a cruiser or standard type motorcycle. Some riders may get their parents to purchase the motorcycle and insurance to reduce costs.
Excerpt from AR 190-5, Ch 3:
3–2. Privately owned vehicle operation requirements
Personnel seeking to register their POVs on military installations within the United States or its territories and in overseas areas will comply with the requirements listed below. (Registration in overseas commands may be modified in accordance with international agreements or military necessity.)
a. Possess a valid State, overseas command, host nation, or international driver’s license (within appropriate classification), supported by DD Form 2 series (ACT), or other appropriate identification for DOD civilians, contractors, and retirees. The DA Form 1602, is limited for identification on Army installations only.
b. Possess a certificate of State registration as required by the State in which the vehicle is registered.
c. Comply with the minimum requirements of the automobile insurance laws or regulations of the State or host nation. In overseas commands where host nation laws do not require minimum personal injury and property damage liability insurance, the major overseas commander will set reasonable liability insurance requirements for registration and/or operation of POVs within the confines of military installations and areas where the commander exercises jurisdiction. Prior to implementation, insurance requirements in host states or nations should be formally coordinated
with the appropriate host agency.

9. An example of a Motorcycle/ATV Operator Counseling is available at
T-CLOCS inspection form can be downloaded from
Required training per AR , chapter 11-7.
Require first line supervisors to maintain and report status of motorcycle operators.

10. PPE requirements are defined in AR 385-10.
For personnel riding motorcycles and ATVs in the United States, helmets shall be certified to meet Federal Motor Vehicle Safety Standard No. 218 (DOT), United Nations Economic Commission for Europe Standard 22-05, British Standard 6658, or Snell Standard M2005/2010.
Not all sunglasses meet the ANSI standard.

11. This slide depicts typical motorcycle protective gear.
Helmets – the most important component of protective gear. Highly recommend a full face helmet as it provides the most protection in an accident.
The standard is Federal Motor Vehicle Safety Standard 218 (FMVSS 218) and is known commonly as the DOT helmet standard. The helmet must at a minimum meet D.O.T requirements. (FMVSS 218 compliant helmet: A motorcycle helmet that complies with U.S. Department of Transportation Federal Motor Vehicle Safety Standard No. 218 (FMVSS 218) for motorcycle helmets).
There are two organizations setting safety standards for motorcycle helmets in the United States, the Federal Government's Department of Transportation (DOT) and the Snell Memorial Foundation. DOT sets minimum standards that all helmets sold for motorcycling on public streets must meet.
For more information on Snell and DOT helmet criteria,
Eye Protection – must meet ANSI Z87.1. Face shields may also have VESC-8 (Vehicle Equipment Safety Commission) stamp. A windshield or fairing does not constitute eye protection.
Protective clothing - includes long-sleeved shirt or jacket, long trousers, and full-fingered gloves or mittens made from leather or other abrasion-resistant material. PPE designed specifically for motorcycling will provide the best combination of fit and protection. Riders are encouraged to select PPE that incorporates fluorescent colors and retro-reflective material.
Foot protection - Foot protection includes sturdy over-the-ankle footwear that affords protection for the feet and ankles (durable leather or ballistic-type cloth athletic shoes that cover the ankles may be worn).

12. In addition to the DOT sticker, labels located inside the helmet showing that a helmet meets the standards of private, non-profit organizations such as Snell or the American National Standards Institute (ANSI) are good indicators that the helmet also meets the Federal safety standard.
For more information,

13. U.S. Department of Transportation (DOT) requires that all motorcycle helmets sold in the United States meet Federal Motor Vehicle Safety Standard (FMVSS) 218. This standard defines minimum levels of performance that helmets must meet to protect the head and brain in the event of a crash.
Helmets that meet FMVSS 218 must have a sticker on the outside back of the helmet with the letters “DOT,” which certifies that the helmet meets or exceeds FMVSS 218. It is important to note that some novelty helmet sellers provide DOT stickers separately for motorcyclists to place on non-complying helmets. In this case, the DOT sticker is invalid and does not certify compliance.
Information retrieved from:

14. In general, these helmets have little or no impact-attenuating lining inside their shells, they are not made to withstand the penetration requirements of FMVSS No. 218, and their retention systems do not ensure that the helmets stay fastened on motorcycle riders’ heads in the event of a crash.
A design such as the German Army style or skullcap style may be a clue to an unsafe helmet. Unsafe helmets are noticeably smaller in diameter and thinner than ones meeting the DOT standard. However, some German Army style helmet may meet Federal requirements.
Information on fake helmets can be found:

15. The label for an approved DOT helmet and a novelty helmet.
Information retrieved from:

16. There are three basic types of motorcycles: street, dual-purpose, and off-highway.
Street motorcycles are comprised of the following types:
Touring Honda Gold Wing, Harley-Davidson Ultra Classic, and BMW K1200LT are a few of the most popular types. They can be expensive and are heavy. They may also have many accessories such as CD players, CBs and GPS. These motorcycles were designed with long trips in mind.
Cruiser Many manufacturers produce cruiser motorcycles currently. Most are heavy, ( pounds). Low seat height which makes it easier for short riders to place both feet on the ground.
Sport Fast, light, sleek motorcycles designed to give maximum performance. R is for race replica and these motorcycles are direct descendants from the track. Their engines produce high torque and horsepower. A stock sportbike can produce almost 200 horsepower from the factory. Most models have a seat height of 32 inches or more making it difficult for a short rider to reach the ground with both feet. Some riders will lower their motorcycles by modifying (shortening) their suspension.
Standard Good choice for a first bike. Upright riding position gives greater visibility in traffic, popular for commuting.
Scooter Engines are usually located under the seat directly attached to the rear axle. Engine displacement varies from 50cc to 650cc on some models.
Moped A motor-driven cycle equipped with operable pedals. Engine displacement 50cc or less. States vary on registration requirements.
Note: The majority of motorcycle deaths within the Army and sister services occur while riding sport bikes.
Off-road Motorcycles are not street-legal, and are typically used for recreational or competitive use. Each type of motorcycle is available in a variety of styles and sizes.
Dual-Purpose Motorcycles are equipped for use on the street and off-road trails.

17. A motorcycle needs more frequent attention than a car
A motorcycle needs more frequent attention than a car. A minor technical failure in a car seldom leads to anything more than an inconvenience for the driver.
T-CLOCS is an acronym developed by the Motorcycle Safety Foundation and is used to inspect a motorcycle. The owners manual should be in conjunction with the T-CLOCS sheet to inspect a motorcycle if a deficiency is found as specifications from motorcycle to motorcycle vary greatly.
T-Tires & Wheels, C-Controls, L-Lights, O-Oil, C-Chassis, S-Stand.
The T-CLOCS checklist can be downloaded from the following links;
11–8. Unit privately owned vehicle safety inspections (AR )
Unit commanders will ensure that unit POV safety inspections are conducted for their Soldiers. Reinspections should be conducted when unsafe conditions are identified. Vehicle inspections should include verification of motorcycle rider training, licensing, and PPE. Example inspection checklists are included in the POV risk management toolbox accessed through the USACR/SC Web site at (At a minimum, this inspection is required every 6 months.)

18. Proper air pressure is critical for tire performance and tire life
Proper air pressure is critical for tire performance and tire life. Under-inflation or overloading can cause sluggish handling, heavy steering, and internal damage due to over-flexing, and can cause the tire to separate from the rim. Over inflation can reduce the contact area (and therefore available traction), and can make the motorcycle react harshly to bumps. The traction patch for a motorcycle tire is about the same size as the palm of you hand and proper tire pressure is important for tire performance and tire life. Uneven tire wear can be caused by improper tire pressure.
Most tires have wear bars molded into the tread grooves. The tire is considered worn out when the wear bar is exposed even thought the tire may appear sufficient tread remains. For a quick check, if you insert a penny into a groove in the center of your tire, 2/32 of an inch is right at the top of Lincoln’s head. The worn tire depicted does not have sufficient tread available.
For more information on motorcycles tires see the Motorcycle Industry Council Tire Guide located on the USACR/SC website,

19. Clutch and Throttle - Make sure they work smoothly
Clutch and Throttle - Make sure they work smoothly. The throttle should snap back when you let go. The clutch should feel tight and smooth.
Brakes - Try the front and rear brake levers one at a time. Make sure each one feels firm and holds the motorcycle when the brake is fully applied.
Horn - Try the horn. Make sure it works.
Fuel Supply Valve – Check for smooth operation (if equipped, many motorcycles are fuel injected). Your motorcycle may start with fuel still in the lines, but it will stall once the lines are empty.
Choke – Check for smooth operation (if equipped, many motorcycles are fuel injected).
Engine Cutoff – Check for proper operation.
Light Switch – Check for proper operation (low – high beam).
Gear Changing Lever – Check for smooth operation/security.

20. Headlights and Taillight – Check them both
Headlights and Taillight – Check them both. Test your switch to make sure both high and low beams are working.
Turn Signals — Turn on both right and left turn signals. Make sure all lights are working properly.
Brake Light — Try both brake controls, and make sure each one turns on the brake light.
Instrument Lights — Check for proper operation.

21. Oil and fluid levels – Varies from motorcycle to motorcycle
Oil and fluid levels – Varies from motorcycle to motorcycle. Consult the Owner’s Manual for proper levels.

22. C-CHASSIS
Frame Condition, Cracks at gussets, accessory mounts, look for paint lifting.
Steering-Head Bearings - No detent or tight spots through full travel, raise front wheel, check for play by pulling/pushing forks.
Swing-arm Bushings/Bearings - Raise rear wheel, check for play by pushing/pulling swing-arm.
Suspension Front Forks - Smooth travel, equal air pressure/damping, anti-dive settings.
Rear Shock(s) - Smooth travel, equal pre-load/air pressure/damping settings, linkage moves freely and is lubricated. Left Right
Chain or Belt - Tension - Check at tightest point. Lubrication. Note: do not lubricate belts.
Sprockets - Teeth not hooked, securely mounted
Fasteners Threaded Tight, missing bolts, nuts.
Clips Broken, missing.
Cotter Pins Broken, missing.

23. S-STANDS
Center stand - Condition, Cracks, bent. Retention, Springs in place, tension to hold position.
Side stand - Condition, Cracks, bent (safety cut-out switch or pad equipped). Retention, Springs in place, tension to hold position.

24. IAW AR , chapter 11-9 (c)(2), Motorcycles shall be equipped with both a left–hand and right–hand rear view mirror mounted on the handlebar or fairing.
AR 190-5, chapter 4-2, (1) Motorcycles and mopeds. For motorcycles and other self–propelled, open, 2–wheel, 3–wheel, and 4–wheel vehicles powered by a motorcycle–type engine, the following traffic rules apply:
(a) Headlights will be on at all times when in operation.
(b) A rear view mirror will be attached to each side of the handlebars.
(c) Approved protective helmets, eye protection, hard–soled shoes, long trousers, and brightly colored or reflective outer upper garment will be worn by operators and passengers when in operation.

25. “Stretched and slammed” is the phrase most commonly used to describe a motorcycle that has been lengthened and lowered. Motorcycles that have been modified in this manner travel very well in a straight line at the expense of cornering. This technology is derived from drag racing.

26. Lowered or Dropped Motorcycle
Lowering the front end reduces both ground clearance and trail. Ground clearance may not be an issue, but reducing the trail is usually not a great idea, as it also reduces the bikes straight line stability. Some riders seem to feel that it also puts additional weight on the front wheel, but in reality, it is typically less than a few ounces (even with a fairly drastic drop on the front end). May also reduce the rider’s ability to turn the motorcycle.
Protective Metal Cage
The engine protection cage distributes the impact to it’s four contact points which reduces damage to the chassis. The cage functions to prevent damage to engine case covers, plastic parts, handlebars, pegs, levers, gas tanks, etc. in the event that the motorcycle is inadvertently dropped or accidentally falls over. The presence of a cage does not necessarily mean high risk behavior, but a combination of this and other modifications like a wheelie bar, flat gas tank, and relocation of license plate is a strong indicator of a high risk stunting behavior.

27. Riders may not realize the impact some suspension modifications may have on the handling characteristics.

28. Non-DOT signals Flush Mounts
Sometimes called “flush mounts”
Very hard to see when looking at them
Most likely to go unnoticed by other drivers
Nitrous Oxide
Used for racing, nitrous oxide (often referred to as just "nitrous” or "nitro", or NOS which is the brand Nitrous Oxide Systems) is sometimes injected into the intake manifold to increase power. The gas itself is not flammable, but it delivers more oxygen than atmospheric air by breaking down at elevated temperatures, allowing the engine to burn more fuel and air and resulting in more powerful combustion.
One of the major problems of using nitrous oxide in an engine is that it can produce enough power to damage or destroy the engine. Very large power increases are possible, and if the mechanical structure of the engine is not properly reinforced, the engine may be severely damaged or destroyed during this kind of operation.

29. Ape Hanger Handle Bars
Each state or host nation has its own vehicle code in regards to allowable height of “Ape Hanger” handlebars. Some states measure the height from the seat or gas tank while others may measure the height with the rider seated. Check the vehicle code for your state for allowable handlebar height when conducting motorcycle safety inspections.
Exhaust
There are many aftermarket exhaust manufacturers for all types of motorcycles. Some may increase horsepower and some can be modified to be louder. Each state may have noise abatement laws in place restricting exhaust noise.
Check your state laws to determine legality.

30. United States Army Reserve Motorcycle Riders USAR POC: Commercial (910) 570-SAFE (7233) Use of the DA 1380 for pay or points credit for Motorcycle Riders Safety Training. For completing the Riders Course on drill status there is no formal policy, but at the discretion of the individual commander. Most units utilize RST for credit or at a minimum a DA Form 1380 for points under the umbrella of safety training and the Chief of the US Army Reserve highly encourages a paid status. Coordination with the commander on status must be made prior to the use of the DA 1380 for pay. If the unit commander elects to allow attendance for pay during scheduled battle assembly or as an RST it should be clearly spelled out in a policy letter or Safety SOP to ensure all soldiers are afforded the same opportunity and equal treatment. Of course a record of training and copies of certificates maintained.
USARC has authorized the RSC Safety Offices to fund Motorcycle Safety Foundation (MSF) training for Soldiers at any MSF RiderCourseSM. This training is mandatory for all Soldiers who ride motorcycles. We will fund the Basic RiderCourseSM for all Soldiers and the Experienced RiderCourseSM for any Soldier who has completed the Basic RiderCourseSM.
Army National Guard Motorcycle Riders ARNG POC DSN COMM (703)

31. Be fair and equal in both reward and punishment
Be fair and equal in both reward and punishment. Create an environment that is safety focused and by doing so, enhances your combat effectiveness in addition to your off-duty safety program.
Motorcycle Mentorship Program (MMP) are voluntary unit-level motorcycle groups where less experienced riders are paired with seasoned riders to create a safe and disciplined riding culture. MMPs are the most effective mitigation strategy to prevent MC mishaps. The MMP can be tailored to meet the needs of the command at any level (unit-installation) and no single MMP template is applicable at every location. The MMP can be command directed to one-on-one mentoring.

32. Solicit feedback and input from your most experienced riders within your unit regarding the requirements to obtain the privilege to safely operate a motorcycle. The most experienced rider(s) may not necessarily also be senior in rank.
Mentors should be selected based on:
maturity
riding experience
diverse knowledge of motorcycling
proven record of safe and disciplined riding
support of a safe unit riding culture
not rank based
MMP member responsibilities:
Comply with AR , command policies, local, state/host nation requirements.
Foster an atmosphere emphasizing skilled and disciplined riding.
Support unit motorcycle safety efforts.
Encourage participation in local mentoring programs.
Seek leadership positions within the mentoring programs.
The MMP contains information for use at all levels.
Mentorship Modules are available for download at The Mentorship Modules were developed by the Defense Safety Oversight Council's Private Motor Vehicle Accident Reduction Task Force, Service Safety Centers, National Safety Council and the Motorcycle Safety Foundation.