Denmark Motorcycle Theory A key terms

The duty to give way to other traffic. In Denmark it is normally decided by signs, road markings or, where these are missing, by the general rule that traffic from the right has priority.

The default priority rule at an unsigned junction: you must give way to vehicles approaching from your right. It applies in built-up areas and on minor roads where no sign or marking says otherwise.

Unconditional duty to give way, shown by a stop sign, a give-way triangle or a thick broken line across your lane. You must yield to all traffic on the crossing road regardless of direction.

A stop line marked across the lane at a junction or before a railway crossing. Where a stop sign or red light applies you must halt fully at the line, not merely slow down and roll through.

A circular junction where traffic already on the ring has priority and entering vehicles must give way. Direction indicators are used when leaving, and the ring is normally ridden clockwise in right-hand traffic.

Direction indicator lamps. They must be used before turning, changing lane or leaving a roundabout, and cancelled afterwards. A failed indicator on a motorcycle is a safety defect that must be repaired.

Changing from one lane to another. The rider must signal in good time, check mirrors and blind spot, and give way to traffic already in the target lane before moving over.

The area beside and behind a vehicle that cannot be seen in its mirrors. Riders should avoid lingering there, especially next to lorries and buses, and should check their own blind spot before changing lane.

The maximum permitted speed on a stretch of road, shown by sign. In Denmark general limits are 50 km/h in built-up areas, 80 km/h outside them and up to 130 km/h on motorways where signed.

A built-up area, marked by a place-name sign, where the general speed limit is 50 km/h unless another limit is signed. The limit applies from the sign until an end-of-town sign or a new limit.

A motorway: a dual carriageway with separated directions, no at-grade crossings and restricted access. General limit is 80 km/h outside towns and up to 130 km/h where signed; learner riders may not use it before passing the test.

The hard shoulder on a motorway, reserved for emergencies and breakdowns. It is not a driving lane; if you must stop there, get off the carriageway, warn other traffic and call for help.

The distance a motorcycle travels from the moment the brakes are applied until it stops. It grows with the square of speed, so doubling speed roughly quadruples braking distance, and it lengthens on wet or loose surfaces.

The distance covered while the rider is still reacting before the brakes bite. At 80 km/h a one-second reaction covers about 22 metres, which is why alertness and a safe gap matter so much.

Total stopping distance: reaction distance plus braking distance. It is the figure used to judge whether you can stop within the road you can see to be clear, for example before a crest or a bend.

The gap you keep to the vehicle ahead so you can stop if it brakes suddenly. A common rule is at least two seconds in good conditions and more in rain, darkness or on gravel.

The motorcycle's headlamp and lighting. Danish rules require lights to be on at all times so the machine is seen; in daylight a dipped beam or approved daytime running light is used.

How easily a rider can see and be seen. It depends on lighting, weather, clothing colour, position in the lane and use of lights; poor visibility calls for lower speed and a larger safety margin.

The friction available between tyre and road, which falls sharply on wet, icy, salted or gravel-strewn surfaces. Riders should reduce speed, brake and steer more gently, and lean less when grip is doubtful.

Aquaplaning: a film of water lifts the tyre off the road so it loses grip and steering response. It happens at speed in heavy rain or standing water; ease off the throttle and avoid sudden braking.

Loose gravel or grit on the road surface, common at junctions, roadworks and after winter salting. It reduces grip and can make the front wheel slide, so reduce speed and avoid hard braking or leaning on it.

Crosswind that can push a motorcycle off line, especially when leaving shelter, crossing bridges or overtaking high-sided vehicles. Riders should slow down, grip firmly and allow room for the machine to be blown sideways.

A helmet approved to the applicable safety standard, worn fastened at all times while riding. It must fit snugly, be undamaged, and be replaced after a significant impact even if no crack is visible.

Purpose-made motorcycle clothing with abrasion-resistant fabric and armour at shoulders, elbows, hips and knees. It protects against road rash and impact and should be worn on every ride, not just long trips.

Protective motorcycle gloves covering the hands and wrists. They protect against abrasion and cold and give a secure grip on the controls; ordinary fashion gloves offer little protection in a fall.

Rules for carrying a passenger: the machine must have a proper pillion seat and footrests, the passenger must wear an approved helmet, and the rider must adjust tyre pressure and suspension for the extra weight.

The air pressure inside the tyres, checked cold against the manufacturer's figures. Wrong pressure harms grip, wear and handling; it must be raised when riding with a passenger or heavy luggage.

The depth of tread remaining on a tyre. Worn tread clears water poorly and raises aquaplaning risk; tyres should be checked regularly and replaced before the legal minimum is reached.

A check of the brakes before riding, for example rolling slowly and applying front and rear brakes separately. It confirms both work, that the lever feels firm and that the brake light comes on.

The correct slack in a chain-drive motorcycle's chain. Too tight strains bearings and suspension; too loose risks the chain jumping the sprocket. It is set to the handbook figure and checked with the bike loaded.

Blood alcohol concentration measured in parts per thousand. Denmark applies a fixed limit for riding, and penalties rise sharply above it; the safest and lawful choice is not to ride after drinking at all.

The specific legal blood-alcohol limit for drivers and riders in Denmark, which is low and strictly enforced. Even small amounts impair balance, reaction and judgement, which are critical on two wheels.

The rule that medicine which impairs alertness, reaction or coordination must not be combined with riding. Read the patient leaflet and ask the doctor or pharmacy whether the medicine affects fitness to ride.

Fatigue reduces attention, slows reactions and can cause micro-sleeps. Riders should plan breaks, avoid riding very long stretches, and stop for rest at the first signs of tiredness rather than push on.

The rider's physical and mental readiness: not ill, exhausted, intoxicated or impaired by medicine. If unfit, the safe and lawful decision is to leave the motorcycle and use other transport.

A breakdown or crash situation. The rider should move off the carriageway if possible, switch on hazard lights, place a warning triangle where safe, wear high-visibility clothing and call for assistance.

The scene of a crash. Riders arriving first should secure the site, warn traffic, call the emergency number, give first aid within their ability and stay until help arrives, without moving injured people unnecessarily.

Basic emergency care at the scene: checking consciousness and breathing, calling for help, stopping bleeding, keeping the casualty warm and starting CPR if trained and needed. It buys time until the ambulance arrives.

The emergency call to the alarm centre. Give the location precisely, state what happened, how many are injured and whether anyone is trapped, then follow the operator's instructions and stay on the line.