Harbor Town Seduction
K. Randall Ball
5-Ball, Inc., $19.95, 287 pp.
www.Bikernet.com

K. Randall Ball is better known to most of us as Keith Ball: The man who was the Editor of Easyriders magazine for two decades. The man who was inducted into the Motorcycle Hall of Fame in 2005. The man who was the first head honcho of ABATE. The man who conquered the legendary Bonneville Salt Flats with his “World’s Fastest Panhead.” The man who has kept us entertained and informed for years with his bikernet.com website.
Fun it is and exciting to boot—just like the guy who wrote it, the people he’s known (and obviously very closely studied), and the life he has led!
–Bill Hayes


Music: Blessings and Curses from the Mojo Monkeys
Swampy Blues about Bad Girls

Take an experienced three piece group of L.A.musicians, add some outrageous lyrics


Mojo Monkeys
http://mojomonkeys.net/

–Kevin Thomas


Irish Flame’s BIKER & TRAVEL GUIDE to NEVADA, VOL. 1
Dana Fruend with Karel Ancona-Henry

http://www.moonbeanpublishing.com/Products.html

 
A couple of things about this book grab you immediately. First, it’s small and spiral-bound—just perfect for its utilitarian existence as a quick reference book, meant to be kept in the pocket of a leather jacket, in saddle bags or in the storage pouch inside a faring.
The second thing is that it starts out with the “Ancient Irish Code for living a happy, fulfilled life”—a code that includes such wisdom as “one must possess spiritual fortitude and thanksgiving,” “your word must be your oath,” and “have courage, honor and bravery.”
Those things work together to make for an easy guide to cool places on a motorcycle—places that will presumably add to those feelings of living that “happy, fulfilled life.”
–Bill Hayes


The Fat Mexican: The Bloody Rise of the Bandidos Motorcycle Club
Alex Caine
Random House Canada, $32.00, 222 pp.
www.randomhouse.ca

The author of Befriend and Betray is back with an offering that is focused exclusively on the Bandidos Motorcycle Club—“The Fat Mexican” is a well-known and generally affectionate referral to the Bandidos’ center patch. Caine’s singular focus is unlike his previous book, which featured vignettes about not only his infiltration of the Bandidos, but of the Russian Mafia, the KKK and other organizations as well.
It’s also odd that the book bears the subtitle of “The bloody rise of the Bandidos Motorcycle Club,” while it is essentially about one specific incident: the so-called “Shedden Massacre,” the 2006 murder of eight men in Shedden, Ontario, Canada.
Maybe there’s a reason this book hasn’t had as much exposure as Caine’s previous work. Befriend and Betray, it’s not.


I highly recommend Motorcycle journeys Through The Pacific Northwest as a planning guide and also for reading material for the long winter reading season ahead.

White Horse Press
http://www.whitehorsegear.com/motorcycle-journeys-series

–Kevin Thomas


Wicked Bitch
Amy Irene White
Lulu, $19.95, 247 pp.
www.lulu.com

“I found where I truly belonged. I crossed a threshold of acceptance and found myself embraced by the people who had primary oil in their veins. I found a place where I truly fit. The biker world was a wonderful amalgam of everything I loved combined; horsepower and highways and music and sex and laughter…”
Wicked Bitch by Amy White is a masterpiece on so many levels.
In a personal sense, it takes you into the center of Amy’s heart and of her soul as she struggles with marriage, infidelity, love and the ravages of a devastating disease.
In a motorcycle culture sense, it is a rare example of the love for this lifestyle actually written from the inside—by someone who found a place where she “truly fit.”
The third level that Wicked Bitch operates on is that it takes the reader into the South—deep into the South. We get to live out those Lynyrd Skynyrd and Hank Williams Jr. tunes. We become characters in those Tennessee Williams plays; feeling the heat—not just of Southern summers but of the boiling passion and human interaction that just isn’t known to those of us who don’t know grits from greens or who have never lived in a house with wheels.
Wicked Bitch actually provides a lot of insight into life below the Mason-Dixon line. “I wonder if I am the only woman to spend her honeymoon in Drew County Detention Facility,” ponders Amy. “Nah, probably not; this is Arkansas.”
–Bill Hayes


Race Tech’s Motorcycle Suspension Bible
The most neglected part of a cruiser motorcycle is the tires. The second most neglected
part is the suspension. Most riders will check their tires at the beginning of the season and just roll on for the rest of the year. Ask any of your friends if they have ever changed out their shocks or springs and you might hear they changed them out if they lowered their ride. You might even hear a horror story about using a gas station air compressor to top off an air shock system and the resulting sudden loss of the use of the shocks.

To the rescue comes Race Tech’s Motorcycle Suspension Bible. The title says it all. While the text explains the form and function of all types of suspension and the theory behind each one, the numerous illustrations provide graphic detail in each case.
The author is the esteemed owner of Race Tech, Paul Thede. He distills his many decades of suspension know how and suspension seminars into this 256 page book. Assisting in tying this together along with the ample and crisp photography is Lee Parks.

The big easy to read graphics explaining the theory behind the text is illustrated by Allan Lapp. For your money you get six chapters of theory, one chapter of troubleshooting and one chapter with seven projects on rebuilding everything from your forks to your shocks. At the back of the book you get six appendixes followed by an index. All told this is a valuable resource for any motorcyclist from dirt bikes to road racers to cruisers.

Whitehorse Press
http://www.whitehorsegear.com/catalogsearch/result/?q=Suspension+bible&x=15&y=10
–Kevin Thomas


Inside Looking Out: Portraits of American Bikers, the Flash Collection II
Beverly Roberts
Flash Productions, LLC, $29.95, 151 pp.
www.flashproductionsllc.com

Compiled by Miteff’s daughter, Beverly Roberts, these photos are brilliant in their composition, their intensity—and most importantly, in the fact that they are real!
–Bill Hayes

Hailing from the frozen tundra of northern Michigan and armed with the bare necessities of a Leatherman all-purpose tool, bike builder-on-a-budget aka Scout bolted, carved, glued, taped and ground together what he calls his “Disaster Blaster.” We found Scout and his H-D rat-performance chopper drawing attention at the recent Ink-n-Iron festivities rocknrollin’ at the Queen Mary down Long Beach, CA way.

 

 

 

 

 

Back in Michigan they have potholes that can swallow VW’s so instead of more sylish forward controls Scout opted for mid-controls and also chose a set of BMX bicycle off-road knurled aluminum pegs. “When I go smashing into the potholes I can stand up on them and get off the seat. They’re only $15 a pair and threaded at the ends so you can add different kinds of end caps if you want’em. I also added the 200-rear Metzeler to help make it over the road obstacles.”

 

 

 

Seen here with Scout and his bike are two very lovely ladies, Elaina DeCarlo (redhead) and her friend Luna DeLucky, who happened to be appearing at the Iron-n-Ink show with the Crown DeLuxe company, purveyors of the new rage in kustom culture sunglasses, Elaina seen here wearing a pair. Look good and see better. Check out the wide range of shades at www.crowndeluxe.com.

 

Tech Sheet                                                                                                

Owner: Scout

City: Long Beach, CA

General

Designer: owner

Fabrication: owner

Year/make: 2006 Scout Chopper

Model: Hotrod Rigid

Assembly: owner

Time: 6 months

Chroming: what?

 

Engine

Year: 2006

Builder: S&S

Displacement: 93 cu. in

Cam: H-D

Ignition: Morris Magneto

Pistons: H-D

Heads: H-D

Carb(s): S&S Super E

Air cleaner: velocity stack

Pipes: two

Mufflers: none

 

Transmission

Make: Baker 6-speed

Year: 2006

Modifications: kick start

Shifting: 6-speed

 

Painting

Painter:  owner

Color/Type: Shak-a-Can flat black

Special paint: stencils/decals

 

Frame

Year: 2005

Builder: Kraftech

Type: rigid

Rake: enough

Stretch: no

Shocks: shocking

 

Accessories

Bars: Nash Motorcycles

Handlebar controls: H-D

Fenders: invisible

Headlight: ebay cheapo

Taillight: L.A. County Choprods repro Vincent

Speedo: wind sock

Front pegs: BMX

Rear pegs: BMX

Electrics: some wires

Gas tank: Indian Larry Mustang

Oil tank: full

Oil system: gravity

Seat: West Eagle solo metal flake red

Sissybar: own and buddy

Mirrors:  nope

Grips: rubber

 

Forks

Type:  41mm

Extension: minus two inches

Builder: Sucker Punch Sally

 

Wheels

Front

Size: 21 inches

Wheel: Xtreme Machine

Tire: Metzeler

Brake: disc/Tokio/Xtreme

Rear

Size: 200 series

Wheel: Xtreme machine

Tire: Metzeler

Brake: disc/Tokio/Extreme

 

 

To me, and for thousands of other riders, Sturgis and the Black Hills represent just that, the land of the free, and the home of the brave. I have seen countless documentaries about Sturgis, and I have yet to see anyone capture the essence of what keeps this 50 year old woman coming back summer after summer. For me the Black Hills hold a magical, spiritual beauty and energy that you don’t find cruising Main. But with the tough economy, the girlfriends that often accompany me on the ride out couldn’t make it. My new boyfriend wanted to be practical and attend to business at home. I contemplated not going myself………. But it was the 70^th Sturgis rally, my 50^th birthday, and I hadn’t missed the rally in over 20 years. And then there is my old Pa, who just turned 80, and his health isn’t so good. In the past few years we’ve started a tradition. After the rally I head over to Minnesota to visit my mom, sis, and youngest brother & family. Then I fetch my Pa, and we do a road trip back to Wyoming to visit the older of my two brothers and his family in Lander, Wyoming, where he works as a deputy sheriff. So I decided as I almost always do, to cast fate into the wind, and head on down the highway.

 

 

My first stop was Hotchkiss, Colorado where my Uncle David and Aunt Shelia have a horse ranch, and where I am moving in October. I stopped in to see the new place, and hung out down at Dave’s trout ponds. It’s a view I have grown up looking at, and am excited that it is about to be the view I wake up to every morning.  

 

 

Ken Conte from Rise Above Consulting has been kind enough to get me accommodations at the Buffalo Chip the past few years to cover the events going on there. So I had this keen idea to utilize the pass to its full extent, and see what it would be like for a woman to camp out by herself at the Buffalo Chip all week. Having only been to the Buffalo Chip a limited amount, I held the illusion that I might find myself a quiet corner under a nice tree to pitch my little tent. And upon arriving, I did try……………and I gave it an honest engine one nights sleepless effort. Holy Moly! At 50, I decided I was simply too old to appreciate the Buffalo Chip! I think at 20 I was too old to appreciate the Buffalo Chip! The Buffalo Chip never sleeps, and neither did I. I crawled out of my sad Walmart tent, and asked a group of guys where the nearest bathroom was. “Beetsie? Betsy I am Carlos, your Facebook friend from Chiwawa, Mexico! I can’t believe it’s you! Can we take the picture together?

 

 

That first day I headed over to the county line Broken Spoke for Michael Lichters’ ride with Sugar Bear. Bean’re and all of my buddies from the Limp Nickie Lot, and the Wall of Death were all staying there. I decided I would move out to that campground in hopes of a more peaceful rest. The ride took us down some scenic roads for Michael to do what he does best, which is shoot great pictures. After you reach the hot lemonade girl, you turn back and head for the drag strip.

 

 

 

 

 

At the drag strip, anyone that wanted to drag their own bike was invited to do so. Bean’re and Chris Callen of Cycle Source Magazine had a mean competition going on. Before they even took off, Chris got his pant leg caught up in his belt, and they had to cut him out of his own pants. Now that’s what I call a Drag Race! I don’t remember who won, being that they kept challenging one another to yet another run. They might still be out there on that track!

 

 

 

 

After a long afternoon of watching the races in the blazing sun, I decided to move my camp on down the road to the more relaxed fields of the Spoke, but as I was passing Bear Butte Mountain, I looked up and remembered my favorite times on that spiritual place. I fell in love on that mountain, and it will always hold the magic of those memories. I turned in without hesitation, and went up to walk the trail. I stayed there for a long time and looked out over Bear Butte Lake. I remembered the first time I went skinny dipping in that lake, and tore my shirt to make prayer offerings and head bands for us. I decided to stay there in the energy of the Mountain, and headed down to make my quiet camp.

 

 

 

 

 

The campground has no facilities other than a non flushing toilet. The quiet enveloped me, and I slept like a baby! The only sound I heard that night was a lone cow mooing in the distance. I woke up to a golden sunrise, and went for a long swim. There were a handful of other campers around, and only a couple had motorcycles. There were frogs all over the lakes edge soaking in the sun, so I tried not to disturb them as I tip toed in for my early morning swim. Then I headed over to the Legends Ride in Deadwood.

 

 

 

The Legends ride was jamming! PeeWee Herman was there with his bicycle. I am not sure why. The crowd seemed to really love him along with the guy who won “Survivor”, who was also one of the legends on hand. Lorenzo Lamas was there with his new fiancée Shauna, and his business pal Chad Greulash of Lorenzo Cycles.

 

 

 

 

 

 

 

The Legends ride did a loop through Nemo and back through Sturgis. It was attempting to head out to the Buffalo Chip but got stuck in a lot of stand still traffic, so I pulled over to buy a glass of lemonade from a little boy on the side of the street for 50 cents. Gilby Clark and his pals pulled in just behind me to do the same. I told the little boy that the cool guys walking up were Rock Stars from Los Angeles, and that he could charge them $5 for a glass of lemonade. “Do you really think I could?” he asked. By the time they all finished, I think Gilby gave him $30, and the little boy almost went pee in his pants he was so excited! “I gotta go make more lemonade!” he said as he ran off.

 

 

So then Gilby and his friends invited me to tag along to go backstage at a new place called the Monkey Bar. They were headed to see a band called the “Darling Stiletto’s”. They were as sexy as the Pussycat Dolls, and certainly kept the boys mesmerized.

 

 

 

That night Baker Drivetrain held a burn out contest out at the County line Broken Spoke, and my friend Kevin Aslop of Big Bear Choppers impressed the crowd with his seemingly effortless skills at bringing his bike to its ultimate performance level. Kevin was nursing fresh road rash from going down after hitting a deer the day before. Not much seems to faze the man!

 

 

 

The next day Chris Callen and the Cycle Source boys did their own ride out to the Nemo Horse Ranch, where we had a BBQ lunch. Everyday was sunny and filled with friends and laughter. Several of my pals were working at the Broken Spoke in town, Sasha Mullins and comedian and host Jack Shit, but they were able to sneak off that day to be on the Cycle Source ride with us.

 

 

 

 

Tuesday night was Micheal Lichters show of his lifetime work of Motorcycle photography out at the Buffalo Chip. It was as always impressive and takes you back in time to the changes that have occurred over the years in the lifestyles of riding. The most important people in the world of motorcycling turned out to show their support of everything Micheal has done.

 

 

 

 

After the show, Genevieve, Masyn, Diva Amy and I went out into the sea of people at the Buffalo Chip to watch Bob Dylan warm up the stage for Kid Rock! We were not close enough to the stage to get the most out of being at a Bob Dylan concert, but when Kid Rock hit the stage, the crowd went crazy! Now that is a rock star! The man really does what he does well. He had four middle aged women who are all in relationships saying, “yup, I get it……….” Somehow that skinny white trash boy from Detroit is all kinds of sexy!

 

 

The Hall of Fame breakfast came early the next day, but I didn’t want to miss it as my good friend Kiwi Mike was an inductee, and was seated at the head table next to Willie G. Davidson and his wife Nancy Davidson, who was also being inducted. I always love to hear the stories of the lifetime passion the inductees have for the sport of motorcycling, and this was no exception. I was proud to be there with Kiwi’s family, Grace and friends to see him honored that way.

 

 

 

Later that day my friend Athena had her bike build going on at the Broken Spoke downtown, so I stopped in to see the girls working up on the stage building one of her bad machines under the pressure of time, the grueling heat of the day, and hundreds of people watching. The Broken Spoke downtown has always been my favorite place in town to find friends, and it was a great day just hanging out there.

 

 

 

 

 

 

 

My last and favorite day was spent with the Limp Nickie Lot boys, and we did a “Ride to the Rez”. It was on Friday, and many people had already pulled out for the week, so we had a small group. Chris Callen was leading the ride, but had a back tire malfunction, so the bike went onto a trailer. I offered Chris my bike, and I rode bitch on the back of my own bike through the Badlands to the Pine Ridge reservation. There was a group of kids waiting to meet us at the Boys and Girls Club, and we all headed out to a baseball field where we played ball and gave motorcycle rides to the kids around the outfield. The kids were so enthused that it made the whole trip very rewarding. I fell in love with a young girl named Shayla that looked like Pocahontas, and gave her a long ride thru the wheat fields of the rez.

 

 

 

 

 

Every one of those kids told me that someday they wanted to have a motorcycle, and they all got to choose the bike they liked best. The Pine Ridge reservation is a very impoverished place, where even clean running water is a resource we take for granted that they do not have. The Hoka Hey ride this year was meant to bring awareness to this problem, but as yet has not solved it. Bikers as a group can make a difference when they band together for a greater cause. This is an important one, as we took their land and gave them nothing in return except empty promises. We continue to enjoy and use their Black Hills, while they continue to exist on very little. I hope the Hoka Hey ride has a second year, and that it helps to bring greater awareness in the form of actual change.

 

 

Bean’re and I rode back to Sturgis thru the Badlands as the sun was setting. It was a most perfect ride, day, week……. rally. I absolutely NEVER get tired of the Black Hills. The beauty still leaves me in awe, and the energy will always be magical. My friends in the motorcycle community are like a huge family. Every year it is like renewal of existence for me. It recharges my battery and helps me to put everything else around me into perspective. If you allow yourself to be alone with your thoughts, surroundings, and the open road, a calm knowing happens. Instead of seeking answers to your life questions, the open road has a way of bringing clarity.

 

My old Pa doesn’t have the energy to ride on the back of my motorcycle anymore, or to come to Sturgis during rally, so I threw my bike on the trailer and went and fetched him in the truck. After visiting the prettiest girls in the Midwest, my nieces Sienna & Maddy, I brought my Dad to Crazy Horse to see the progress being made on what will eventually be the largest, most meaningful monument in our country. Dad was overwhelmed with the whole museum and the story behind it all, and we spent the whole day there. We went on to spend some quality time at my brother Joe’s with my nephews shooting grasshoppers, fishin, wandering though Ghost towns, wading in streams, roasting marshmallows for smores, and taking motorcycle rides! And every year I re-learn that it is as much the going, as the getting there that is good.

 

 

 

 

 

 

 

I hope you enjoyed riding along! You can find me on Facebook, or at:

www.BetsyHuelskamp.com

Happy trails!

When I met Victor Boocock, Motorcycle Cannonball rider #29, in May of this year, he had decided to take his 1914 Harley-Davidson single for a jaunt across America. He was anxious about the trip, had a pocket full of rules he’d outlined for himself, and refused to allow me to take his photograph for fear it would jinx his ride. He painstakingly worked on his bike and making practice runs. He did so with the explicit intention of being alone on the road, just the man, and his machine.

It was supposed to be a dress rehearsal, warm-up to the Motorcycle Cannonball. He and his sturdy twin made their way across the rugged, and sometimes daunting, terrain of the route he’d chosen between New York and back to California, where he lives. Born and raised in England, he has a special appreciation for the USA that often comes with adopting this country. Along the way, Victor made many discoveries, but mostly, he gave himself an experience so full of memories that it will last the rest of his life.

Not that everything progressed according to plan. In the early planning stages, during one of his local practice rides, he blew a piston. It was original to the bike and had never been bored out, so the replacement of the piston set back his departure, stretching the preparations for the journey out over a year-and-a-half, nearly 550 days. In the end, the trip itself took only 13 days. But it was a baker’s dozen of days he says he’ll never forget.

“There was no sight-seeing,” Victor chuckled in his English lilt as he shared the tales from the road. “I was up by 4-4:30 a.m. to work on the bike, with depart by sunrise, off the road by 5 p.m. I averaged about 300 miles a day.” Remember, that’s on a 1914 H-D. While most of us would expect weather to be a major factor when making a journey of this kind, the ever-so-charming Victor smiled and said, “There was no weather at all. It was absolutely beautiful.”

Of course, that was allowing for the thunderstorm that soaked him and the whistling tornadoes he watched off in the distance, though they never affected him. He did come face-to-face with a series of mechanical situations keeping the journey, ah, let’s just say, “interesting.”

A gallon of oil every two days

To begin with, consider that, in accordance with the 1914 H-D factory specs for a total-loss oil system, a whopping 7 gallons of the sticky stuff went through the single-speed engine from coast to coast. That’s more than most “modern” bikes use in a year or three.

Victor’s 1914 H-D was equipped with an auxiliary gas tank, which is filled from the gas station pumps, then manually pumped into the bike’s fuel tanks. The reason was: safety. As Victor explained in a video posted on the Cannonball website, the new pump nozzles don’t fit into the opening of the 1914 flat-sided tanks, and often the petrol splashes back over the tank and onto the hot engine, creating a serious fire hazard. What is also shown on video is Victor being towed by a pickup to the top of Austin Summit in Nevada, at the edge of the Smokey Valley. Steep inclines and altitude were not particularly friendly to the geriatric motorcycle.

Added to the daily routine early on was the discovery of a slow leak in the rear tire, which meant pumping it up everyday to maintain the required 60 pounds of pressure. With cord showing, the tire was worn out by the time he hit Kansas but wasn’t changed until Dodge City. Gunsmoke territory. Two days later, in Green River, Utah, Victor discovered a screwdriver lodged through the sidewall of the tire. Upon reflection, he considered himself lucky. “Everyone knows those old clincher tires are notorious for coming off the rims, and I avoid a crash,” Victor stated nonchalantly. Also, running with 60 pounds tire pressure makes the ride on the rigid frame even harder. Most contestants will install later model tires for a softer ride.

Somewhere in Virginia both pistons seized up. “Well, not exactly seized,” Victor, explained. “It was more that those old cast iron heads just got very hot and it felt like someone had the brakes on. I stopped and let them cool off and they loosened back up, so I went on my way.” Okay.

A 30-cent cuppa a Joe

Then there was the day that, while puttering along at 40 mph, Victor suddenly felt a smart blow to his back. Startled, he was confused and thought a bird must have flown into him. Suddenly his motorcycle started making a hideous noise, forcing him to pull over to investigate. Upon inspection, he discovered that the bungee cord holding his rain suit to the luggage rack had come undone and hit him in the back. The flapping rain suit fell over the rear wheel and was wrapped itself around the wheel and sprocket, bending his chain guard. He peeled the rain gear out of the chain, straightened the guard, and Victor was back on the road in no time. Routine, really old chap.

While all these niggling little mechanical experiences were just part of the journey, Victor still found the magic of his adventure. “People were just super,” he said. “I had some lovely experiences. While in rural Kentucky, where I got a cup of coffee for 30 cents, a gentleman who had passed me earlier as I stood on the side of the road transferring fuel, came up and asked if I was okay. Apparently he had gone back to an overpass to make a u-turn and travel back several miles to be sure I was alright and not broken down.” Every time he needed a hand, some one was there to help.

Here’s a perfect example: While he stood on the side of a Colorado highway, a steep mountain pass stretched ominously before him. It was too much for the old machine, but would be Good Samaritan happened along to offer aid. He was towing a bike trailer, with just one bike strapped in place and an open chock. Victor’s exhausted motorcycle was loaded onto the trailer and transported to more reasonable terrain.

By the time he reached California, Victor’s 1914 Harley was tired. So, while he won’t be on the starting line in Kitty Hawk, his fellow Cannonball riders today now know it can be done. Victor and the other riders who went before — like “Cannonball” Baker – broke the trail. That spirit will, no doubt, inspire everyone on the Motorcycle Cannonball as they head for the West Coast arrival on September 10th, and Victor hopes to join the contestants later in the ride.

As for his solo trip, Victor laments, “Ya know, I would like to just go back and tackle that pass in Colorado, to make it under my own steam. It’s kind of like climbing Mount Everest. You don’t always make it the first try.”

 

 

 

         

 

I left Panama during the rainy season. From Panama City I had 3,000 miles to go before reaching Mexico’s northern border. My twin cam engine was overheating every day now and if I ran into trouble I knew of only two Harley dealers in Central America. Mexico had several dealerships but outside of the USA my warranty would be as worthless as my roadside assistance. I rode through the tropical heat hoping that any mechanical problems would wait until I was safely home.

Everything was going good until Honduras. I rented a room for the night in a village just across the border with Nicaragua. I was getting something to eat in a local cantina when two guys came through the door. They were drunk and one of them was armed with two pearl handled pistols. I looked them over and thought these must be the bad guys. One of the men came over to my table and said something about me being a “Norte Americano”. He had both hands on my table while leaning in towards me. I looked him straight in the eye and said, “Buenos tardes” with a half smile. His buddy with the pistols pulled on his arm and nodded towards me before they went and sat down. I figured they were either drug dealers or bandits or maybe even drug dealing bandits.

The waitress seemed nervous. I didn’t feel comfortable. I didn’t want to let these guys think I was rattled so I ordered a shot of whiskey. Then looking over at the guy with the pistols I held up my glass nodded and drank it down before slowly getting up to leave. Once I was down the street I thought, “Whew, close one” and was relieved to only be spending the night.

Early the next morning I was riding through the mountains when the idiot light on my dash panel began flashing. I wasn’t sure what that light was indicating but I figured it wasn’t good. I still had a two days’ ride before reaching the Harley dealer in Guatemala City. All I could do was keep riding and hope for the best.

I entered El Salvador and began following the road signs for San Salvador. I was outside of San Miguel when I remembered that I had been warned that the Pan-American Highway was under construction between here and San Salvador. It was too late to turn back. I continued riding hoping the road construction wouldn’t be too bad. That turned out to be wishful thinking.

The entire road had been tore up for miles. Giant earthmovers and trucks were digging up the old road and traffic, I had to go around the construction driving on hard pot-holed dirt. The dust was so bad I couldn’t see past the car in front of me.  Oncoming traffic would come out of the dust cloud and be visible just in time to avoid a head on collision. It was like a scene from a “Mad Max” movie.

 

 

 

Some how I managed to keep up with traffic and I arrived in San Salvador by late afternoon. Later when I examined my bike I discovered that one of the bolts on my rear sprocket was bent and a large gouge was now in the bottom of my primary cover. I spent the night in San Salvador and made the 130 mile ride to Guatemala City the next morning.

 

 

I arrived at the Harley dealer late in the day. The mechanic hooked my bike up to a handheld meter and after running some test told me the bike was ok. I didn’t believe him after starting the bike and seeing the light come back on.

Once I got back to my hotel room I took out my map and looked for the shortest route back to the Texas border. I still had two thousand miles to go and didn’t want to risk having major engine trouble in the middle of nowhere.

I plotted a route that would cut across southern Mexico. At its narrowest point it is only a few hours ride on mountainous country roads from the Pacific coast to the Gulf coast. I could be in Texas in five days if my engine held up.

I left Guatemala City the next morning and crossed over into Mexico later that afternoon. I spent the night in the border town of Tapachula then rode 250 miles up the pacific coast on Highway 200 until I reached the town of Juchitan.  

In the morning I took highway 185 to 180 and rode another 250 miles to the gulf coast city of Vera Cruz.

My engine was running hot. Once I stopped I would have to wait until it cooled down before I could get it started again. I would check the oil level and at one stop it would show being low then the next time I checked it would show being overfilled. I suspected the oil pump was failing and that the oil lines must be blocked. I just had two days left and I would be back in Texas.

Vera Cruz is a large city on the water. I relaxed a little knowing that I only had about 550 miles to go.

The next day I planned on riding half way to the border and stopping in Tampico for my last night in Mexico. I almost made it. About ten miles outside of Tampico in a place called Tampico Alto my engine just stopped running while I was sitting at a red light. I let it cool down but no luck. It would start, go a few hundred feet and die.

Tampico Alto is nothing more than a truck stop with a gas station and small hotel including a few streets making up the town. I got a room in the hotel and hoped the bike would start in the morning. It didn’t. Once I got the engine running it would run for a few minutes, backfire and die.

I spent the next two days in Tampico Alto trying to figure out how to get my bike back to the border. I could have called my friend Gil and he would have came down or sent someone from Mexico to help me out. But after riding so far and being so close I was hesitant to ask for help.

It seemed that everyone in Tampico Alto was trying to figure out how to make some money off of my misfortune. The hotel clerk and his friend wanted to work on my engine. I asked what experience they had. They said that they fixed washer machines. I declined their offer. The guy who ran the bus stop wanted to stick my bike under one of the busses going to McAllen. We tried lowering my handle bars but it wouldn’t fit in the storage compartment. The guy then wanted to lay the bike on its side but I turned down that offer also.

I found someone who spoke English and they called a tow truck company. We asked how much to get to the border. We were told several times that it would be 110 US dollars. I agreed and when the truck showed up the driver tried to tell me it was 110 dollars for him to come out and another 800 dollars to go to the border. I told him to get lost and we called another tow truck that said they would do it for a few hundred. I agreed and waited for the truck to show up.

 

 

While I was waiting the phone in the truck stop rang and the clerk told me it was for me. “For me?” who the hell would be calling me here? The clerk handed me the phone and it was a girl from the first towing company speaking English. She was telling me I owed them 110 dollars for the service call. They had driven less then ten miles from Tampico. I said I was told it would be 110 dollars to the border. When she kept insisting I would have to pay for the service call I began to say “no hablo español”. She replied “sir do you understand me” and I would say “no comprendo”. She spoke perfect English. I keep going on with the “no comprendo” waiting for the tow truck to show up. When it did I hung up the phone and helped load my bike on the truck quickly. I thought that she was going to call the police because I wouldn’t pay 110 dollars for nothing. My imagination was running wild now. It was dark as we drove towards the border town of Reynosa, Mexico. I kept looking in the mirror expecting to see the Mexican police.

We arrived in Reynosa around three in the morning. The driver helped unload my bike close to the border. I turned the ignition and hit the starter. The bike fired up and I rode across the border to the American side. I asked the border patrol officers how far it was to a Harley dealer. While looking over my passport and bike they gave me directions to the local dealer.

I was happy to have made it back to Texas and fell asleep next to my bike in the parking lot of the Harley dealer while waiting for them to open. In the morning the mechanic looked over my bike and said it was the sensors and changed them out again.

I made it to southern New Mexico and again my engine died. I took it to the dealer there and yet again I was told it was my sensors. I couldn’t believe that for the third time I was being told it was sensors. Again the sensors were replaced and I got back on the road. About a hundred miles from home the bike died again. I called the dealer who had just replaced the sensors and they came and got the bike. My engine was completely destroyed. The mechanics had no idea what caused the problem but at least this time no one was trying to tell me it was my sensors. I left the bike at the dealer and got a ride home. It would be five and a half weeks before the dealer had my engine rebuilt.

          That was nearly 100,000 miles ago and since then we’ve been half way across the planet and back, just me and my wide glide.

When I’m asked why I ride alone and so far I just smile and think of an old Grateful Dead song, you know the one that goes;

Truckin got my chips cashed in
Keep Truckin – like the doodah man
Together – more or less in line
Just keep Truckin on….

 

Greenville, NC, September 10, 2010 – Forty-four Motorcycle Cannonball riders left Kitty Hawk, NC this morning on the initial leg of an endurance ride that they hope will have everyone celebrating 16 days from now on the Santa Monica pier where it juts into the Pacific Ocean 3,294 miles away.

Before heading out of the Kitty Hawk area, riders gathered at the nearby Wright Brothers’ monument for a group panoramic photo taken by renowned photographer Michael Lichter. Reminiscent of vintage photographs taken yesteryear on the seashore and boardwalks when motorcycling was in its infancy, this historical photograph will record for all time this great adventure for what is sure to be a once in a life time experience for all concerned.

According to Motorcycle Cannonball Director of Communications, Felicia Morgan, “Traffic at the Wright Brothers’ monument was blocked as the renowned photographer worked his magic to record this historical event. Forty-four riders and their crewmembers lined up and smiled for the camera as onlookers cheered and snapped their own photos. As the checkered flag dropped, the vintage bikes popped, snapped, and sputtered down the road.”

“It was a grand start indeed,” reports event organizer Lonnie Isam, Jr., “hoards of supporters who came out to watch Michael Lichter and the Motorcycle Cannonball riders here at the Wright Brothers memorial. This is a moment that neither I nor any of the other riders will ever forget. Of course, there is long, long way to go from here.”

And there is a very full weekend ahead. Stage two on Saturday, September 11 from Greenville to Concord NC will pose a 223-mile challenge for the remaining riders. Sunday has the Cannonballers doing and “easy” 208 miles into Maggie Valley, NC. Bright and early on Monday, September 13 will see these men and women on their magnificent machines chugging another 193 miles into Chattanooga, TN.

Just what challenges lie ahead for the Cannonball riders was apparent on day one: many ran out of gas, several broke down, and some were unable to make repairs. But, according Isam, none of this did much to dim the light of this amazing journey. The beautiful countryside, he reported, lifted spirits and many riders were found lending a hand to downed brethren as the 95-year-old or older motorcycles tested their rider’s patience.

“Come on Baby” was the call of the day as riders peddled, kicked and wheedled their bikes to life. Pete Young was one such rifer whose 1913 English made Premier refused to heed the call and left him stranded. Pete is currently tearing his bike apart to determine the extent of the damage to his crankshaft, with the hopes that he’ll be able to make repairs and continue on, even if he is disqualified on points. Pete says his goal is just to make it to California in the wind and on the back of his precious machine.

The Motorcycle Cannonball spans 17 days over 3,294 miles. There are entries from around the world. Complete information about the Motorcycle Cannonball, including route details and rider profiles, is available at www.motorcyclecannonball.com.

A service of RiverRock Communication, RiverRockCommunication@gmail.com, 916.777.6263

Dear readers,

Brussels rouses from slumber. While many of us were still enjoying trips on two wheels through our peaceful and exciting Europe, the laptops in the European Commission had been restarted already and the officials remembered immediately what they have been focusing on before the summer break: motorcycling!

In concrete terms: Road Safety Programme, technical inspections, rules for type approval.

The announcement of the Road Safety Programme already dispersed any hopes that the core problems regarding motorcycle safety will be tackled. Instead of encouraging the countries of the EU to install safe guardrails, to maintain roads properly and, critically, to raise other motorists’ awareness, we are required to solve our problems by ourselves. Automatic Headlamp on, mandatory ABS, extended periodic technical inspection and updated anti-tampering measures are the Commissions’ suggestions to improve our safety.

Most probably, these measures will soon be proposed to the Parliament and to the Council, where each member state has a say. FEMA fears that for a non-motorcyclist these measures might sound quite reasonable, therefore we have decided to illuminate the public. Not only that but the proposed measures are merely scratching the surface, some of them can be expected to be expensive and have no positive outcome at all.

This special issue newsletter exclusively deals with Periodic Technical Inspections. Read why it is naïve to assume that regular checks will lessen the accident rates. We also present the official FEMA position on the topic, report about interest groups pressuring for the inclusion of motorcycles into inspection schemes and the actions FEMA is taking.

Ride free,

Chris Hodder
Member of the Board of Directors of FEMA

FEMA position on periodical technical inspections

The European Commission is preparing mandatory Periodical Technical Inspections in Europe (PTI). FEMA was invited to discuss options for harmonization. FEMA made its opposition to extended testing regimes clear, and submitted its official position to the Commission officials.

FEMA,The rules for PTI differ considerably across Europe. In some countries tests are very strict, in others the motorcycle has to be presented to a testing centre quite frequently, and in several countries, there are no mandatory inspections for bikes. For the testing organisations the case is clear cut: the more testing the safer. FEMA puts this logic into question.

While studies commissioned by test companies like DEKRA or CITA regularly point at the safety benefits resulting from more PTI, most of the members of FEMA consider added inspections as an annoying and costly administrative burden. FEMA is convinced that motorcyclists are more aware of their vehicle than other road users. Therefore they maintain it more thoroughly. They do not require a highly qualified engineer to tell them that the headlamp is not working.

Less testing in Sweden, no safety benefit in Norway

In Sweden motorcycles are in such a good shape that the government decided to check them less frequently. The list of countries entirely lacking PTI for motorcycles is prominent: Belgium, Finland, France, Greece, Malta, the Netherlands and Portugal. The crux is, countries in Europe which installed testing regimes for bikes do not show improved accident figures.

In its position paper FEMA uses the numbers of testing organisations to show that an extended PTI regime for PTWs in Europe is not desirable. It also presents an independent study with surprising results from Norway: as predicted, more technical defects were detected after the introduction of more severe PTI for cars. But the actual goal, accident reduction, was not achieved. Accident numbers even showed a slight increase.

FEMA therefore calls the Commission to refrain from introducing harmonised PTI for motorcycles. Access the FEMA position on PTI here and read why the decision about if and how PTI is applied should be left to the EU member states.
Who wants mandatory inspections anyway?

FEMA representatives were invited to join a stakeholder workshop this week, gathering influential organisations for a dialogue with the European Commission. At first glance that sounds pretty boring, but it actually revealed the driving forces pushing for PTI for motorcycles. Private testing organisations were there in force, presenting tougher inspections as the best safety option.

Whenever the European Commission is inventing a new rule the public and the expert and lobby groups have to be involved before it is presented to the Parliament and the Council for final votes. Inclusion of the public (EU citizens) is usually dealt with by internet consultations. The public consultation on PTI is still ongoing and FEMA is calling for motorcyclists to participate [link]. At the same time various representatives of the industry, of the consumers and of the national administrations are invited to attend workshops where the content of the new regulation is discussed.

During these workshops the responsible Commission officials are present. They present the main goals of the new regulation and ask the stakeholders for their input. In the case of the Directive for Periodical Technical Inspections the goals were described as improving road safety, improving the free movement of EU citizens and realizing a common second hand market. In principle FEMA supports these goals.

27 countries, 27 systems of PTI

If somebody moves around within the European Union taking his television with him he won’t find too many obstacles. The same holds for selling the television – for example a television purchased in Ireland can be sold in Italy without any legal or administrative trouble. But when it comes to a car or a motorcycle, the case is different.

Consider the case that a Swede is travelling on her motorcycle to Spain. She decides to leave her bike there for the next holiday and flies back to Sweden. No matter what, at some point she has to ride back to Sweden because she is forced to present her bike for a technical inspection every two years. If she is not back for the test in time, legally she wouldn’t even be allowed to ride her bike anymore, so she would have to transport it back to Sweden in a trailer – just to present it to a PTI.

The problem simply is that Sweden does not recognize the PTI of Spain, and vice versa. In fact, every EU member state has its own PTI, with variation in what is tested, how it is tested and how frequently the vehicle has to be presented for testing. Similar problems arise when a registered vehicle is about to be registered in another country. In most countries vehicle registration is dependent on a valid national PTI.

PTI and road safety

Back to the workshop and to the third goal of the PTI directive: road safety. The attendees of the workshop were officials of national transport departments, representatives of vehicle manufacturing association, other transport industry representatives, people of all kinds of testing bodies and, the one and only non-state and non-profit organization, FEMA – the Federation of European Motorcyclists’ Associations.

During the workshop, presentations were held either by the Commission or by people of DEKRA, a German private testing organization. What DEKRA does for living is testing, as well as deliver training for testers who do the testing. Organisations like DEKRA are able to test everything and they are willing to do so as long as they are getting paid for it. DEKRA had hired a professor who presented a cost-benefit analysis.

He showed that testing would be beneficial and that increased testing would be even more beneficial, unfortunately, accompanied by increased costs. The optimum of testing would lie somewhere in between more testing and a lot more testing. Of course that would hold true for cars and motorcycles to the same extend.

FEMA raised the simple question whether the costs of the consumer, taking half a day off to go to the test centre and paying the testing fee, had been included into the cost benefit analysis. The answer of the professor took about ten minutes, but essentially the answer was ‘no’.

Does more PTI lead to fewer accidents?

Since the professor engaged by the testing organization kept on mentioning benefits, FEMA wanted to know what exactly these benefits consisted in. ‘Better maintained vehicles’ was the answer. But does that directly lead to fewer accidents? ‘That’s what we assume’.

Unfortunately, that is what everybody assumes. In fact, no numbers were shown indicating that the number of accidents caused by technical defects is higher in a country with low PTI standards compared to a country where high PTI standards are in place. An independent study published in an independent scientific journal in 2007 examined the situation in Norway, comparing accident statistics before and after the introduction of more severe PTI for cars. The surprising result: no effect on accidents at all.

What about motorcycles? All present testing organisations called for inclusion of all powered two wheelers, meaning big and small motorcycles, scooters and mopeds, into PTI. This is rather obvious since it would mean more clients for them. Nevertheless the Commission seems convinced that including all two wheelers into PTI is beneficial. But what about the countries in Europe where motorcycles are already included into PTI, are their accident figures indeed better than the ones e.g. in Finland, France or the Netherlands which so far exclude two wheelers from PTI? Unfortunately this question has never been examined in the course of a proper study.

PTI is useless for most common technical defects

Arguing in favour of PTI against the background of safety issues is misleading. Even the numbers given by DEKRA show that the most common technical defect responsible for the accident of a motorcycle is related to tyre pressure or tread depth. If the actual intention is to lower accidents, then training and awareness campaigns are needed. A biannual technical inspection is hardly sufficient to ensure correct tyre pressure. Besides, hardly any country has included the measurement of tyre pressure into its PTI…

FEMA is not against PTI in general but against equal test procedures across Europe. Riders in Malta face different situations than riders on German highways without speed limits, just to mention one example. The Commission has to take this into account.

How to overcome market failures caused by varying PTI

During the workshop the representative of the Dutch Road Transport Department mentioned that a few of his fellow countrymen used to live in Spain during summer. In order to not making them drive their cars back to the Netherlands every two years just for having a PTI, the Dutch authorities follow a simple but clever approach: they accept a PTI carried out by a Spanish garage.

Taking the Dutch case as a guideline the European Commission could make all EU member states recognize each other’s PTI. Every country could continue testing vehicles the way it considers as suitable, no harmonisation would be required. Wouldn’t it be the less costly and the most user friendly approach?

Indeed the Commission is considering this approach, mandatory mutual recognition without standardization, as one of the possible options. The testing organisations are opposing as apparently they would not win anything. Many national authorities are opposing as well because they fear loss of control over their domain. FEMA hopes that common sense will prevail. Don’t expect us to be quiet!

Afterour previous blog posts about extending your motorcycle cables and brake lines,and another about measuring for comfortable bars, we thoughtit’s about time to take on the topic of cables all by themselves. 

Harley Throttle

Let’sstart with HD throttle cables. Inthis modern era we use a two-cable system, something that was mandated by thegovernment to preclude sticking throttles. In case the throttle does stick, thetwo-cable system has a positive action when the handgrip is closed, closing thethrottle.

Throughthe decades, we’ve experimented with three types of cables. The first cable wasused on “butterfly” type Keihin carbs that were common on Big Twins from 1976to ’89 and XL’s from 1976 through 1986. The second cable was used on CV-styleKeihin carbs found on Big Twins from 1990 to 1995 and XL’s from 1987 to 1995.The third cable type was used from 1996 to 2008 on all models, and from2009-10, all model except FLT Fly-by-wire systems.

First,a look at the differences: Most cables are measured in outer housing lengthonly.  Something to remember is that what’s standard for one model bikemay be plus-6 for another model. For example, the difference between thebutterfly Keihin cables and the CV Keihin cables is the internal wire length.Later style cables have a longer internal wire. On models up to 1996, bothcables have a threaded portion that screws into the switch housing. Pull cables(throttle) have different thread diameters than Push (idle) cables, so it’spretty difficult to install them incorrectly. Another identifying feature of anidle cable is a quarter-inch-long spring at the bottom of the cable. Thosedating from 1996 and up are no longer threaded and instead use a clip to holdthe cable in place. Wire length and different diameters are the same for models1996 and up.

Whocares, you ask? Why do we even need to know this? A popular modification forbikers these days is to convert to the S&S Carburetor. When this carb wasdesigned, the butterfly Keihin was in use, so the designers at S&S settheir carb up to accept the stock cables of the era. This was fine until 1987on XL’s and until 1990 on Big Twins when the carburetor changed. The cablesused on the CV were not compatible with the S&S. Because of the way thecables screwed into the switch housing, the easiest solution was to retrofitthe stock butterfly Keihin cables to the later model bike. But in 1996, therewere no stock cables that could clip in with the proper wire length to use withthe S&S. But the aftermarket was quick to jump in with special cables forthis application. These special cables worked just fine. Then in 1999, S&Sredesigned the cable bracket on the carburetor to allow for the use of the “CV”type cables.

Nowthere are a ton of carburetors out there that can still work on latermodel bikes if this updated bracket is installed. The S&S (J&P) PartNumber for this bracket is 400-684. To help identify the two brackets,the earlier unit has relatively flat tubes for the cables while the laterbracket has tubes that are raised about an inch.

Harley Clutch

Onceagain, the dimension given for clutch cables is the housing length (with theadjuster fully collapsed). What’s really great news for the consumer is that onBig Twin models from1987 through 2003, the clutch cables interchange betweenmodels. Once you have determined the length of cable you need, look at thevarious models and select the length you need. Since 2004, the FLT series bikesand the XL cables use the same design, so cables in these families interchange.

Metric Cables

Eachmanufacturer has different designs on the various models. While Harley cablesinterchange between models, the metric cables cannot be interchanged. Thismakes things a bit harder, but you metric riders need not despair.  Wehave some previous posts regarding selecting cable length. You can find thathere. Once you have determined the proper length, you can call your friendlyJ&P tech and he can place a special order to get whatever cable length yourequire. A couple of things you must know about special order cables: Measurecarefully! The only way to return a special order cable is if it’s defective,so again, please measure carefully. There are no returns if it’s the wronglength. The second thing you need to know is that it’s going to take four to sixweeks for the cable to arrive. That’s because these cables are custom made toyour dimensions.

Thatconcludes today’s blog post. I hope you have a better understand of how toorder cables. As always, your questions are welcome.

COAST TO COAST BIKER NEWS
Compiled & Edited by Bill Bish,
National Coalition of Motorcyclists (NCOM)

CALIFORNIA LAWMAKERS HOPE TO HUSH LOUD PIPES
California is home to the largest population of motorcyclists in the country, and if legislators have their way, it could also soon be home to one of the most onerous anti-motorcycle laws in America.

By a bare majority vote of 21-16 on August 30 the state Senate approved SB435 which will make it a crime to operate a motorcycle manufactured after Jan. 1, 2013 that fails to meet federal noise-emission control standards and that all new motorcycles sold after that date must display and maintain compliance labels from the Environmental Protection Agency.

A similar bill last session would have required biennial smog checks for emissions violations, but after meeting resistance from bikers’ rights groups it has since been amended to target illegally modified exhaust systems. Supporters of the bill say that many motorcycle owners modify their exhausts to make them louder, but swapping a compliant tailpipe equipped with a catalytic converter for one without emissions controls produces more smog-forming pollutants per mile.

Opponents of the measure counter that many aftermarket exhausts meet federal EPA emissions standards but aren’t labeled, and labeling on stock systems is often difficult to locate, meaning that law-abiding riders could be unfairly ticketed.

SB435 has already passed the Assembly and its fate now lies in the hands of the state’s most famous motorcycle rider, Governor Arnold Schwarzenegger, whose office has not yet taken a position on the proposed legislation.

SOUND REASONING SILENCES N.H. NOISE ORDINANCE
Although North Hampton, New Hampshire voters approved a noise ordinance in May that prohibits motorcycles without an EPA sticker from being operated or even parked in town, a lawyer for the federal agency has expressed that just because the U.S. Environmental Protection Agency requires a label on all motorcycle mufflers indicating the noise the vehicle produces does not exceed 80 decibels doesn’t mean a municipality has the authority to enforce that noise level.

“The Noise Control Act (NCA), which authorizes EPA to enact noise control regulations, states that ‘nothing in this section precludes or denies the right of any state or political subdivision thereof to establish and enforce controls on environmental noise,” wrote EPA Senior Assistant Regional Counsel Timothy Williamson in an Aug. 31 letter to North Hampton Town Administrator Steve Fournier. “However, neither does it grant localities any additional authority to control environmental noise beyond that available to them under state and local law.”

“The ordinance basically bans motorcycles from the town if they do not have an EPA label on their exhaust system even though the motorcycles comply with the state’s noise level limit of 106 decibels,” said Seacoast Harley-Davidson in court papers challenging the new law.

Even the town’s own legal counsel has indicated the ordinance is unenforceable, saying that the state has already determined the appropriate noise levels for motorcycles and that the town, therefore, does not have the option of creating its own more restrictive noise ordinance.

That opinion was clearly reiterated in Williamson’s letter on behalf of the EPA. “Thus, neither the NCA nor the regulations in Part 205 (of the EPA code) grant municipalities the authority to enact or enforce ordinances that supersede any limitations on their authority under state law,” he wrote.

Town officials decided not to fight the Harley dealer’s request for a preliminary injunction against the enforcement of the noise ordinance. “The ordinance will remain unenforced until we have a hearing,” Fournier said, indicating that the town’s new noise ordinance will not be enforced until after the judge issues a ruling on the matter.

MASSACHUSETTS ENACTS RIDER TRAINING FOR JUNIOR MOTORCYCLISTS
The Massachusetts Motorcycle Association (MMA) announces that Senate Bill 2344, dubbed Ryan’s Bill, an “Act relative to assuring that motorcyclists between the ages of 16 and 18 are provided with adequate education relative to the proper safety and operation of a motorcycle.” has been signed into law by Governor Deval Patrick.

Recognizing the additional burden formal training may require, MMA Legislative Director Rick Gleason states, “A weekend of formal training sets the stage for a lifetime of motorcycling enjoyment and the skills acquired through training can help a rider avoid a crash.”

This new law does not make training mandatory, and only affects those under 18 who wish to earn their motorcycle license. MMA Chairman Dave Condon further clarifies that passage of Ryan’s Bill does not require a junior operator take a motorcycle training course. “A motorcycle permit in this state is good for two years. Therefore, a junior motorcycle operator can still ride on hisher permit beyond their 18th birthday, and take the road test offered by the Registry of Motor Vehicles.” Condon further stated, “The MMA was very careful in not taking anyone’s choice away or interfering with a parent’s right to decide what is best for their child.” Condon also pointed out that current state regulations require 40+ hours of formal training before a Junior Operator may obtain a license to operate an automobile.

Motorcycle Rider Education Program (MREP) officials analyzed ten years of information from the Massachusetts RMV and found that just over 63% of those involved in fatal motorcycle accidents have never received any formal motorcycle rider training and 22.5% of motorcycle fatalities were from riders under the age of 21.

The MMA supported the legislation in honor of 16 year old Ryan Orcutt of Brockton who died in a motorcycle accident.

SAVING TIME CAN COST YOU MONEY
In the current economic downturn, cash-strapped states across the U.S. are charging huge fines for speeding violations and other traffic infractions. All across America, legislators have one eye on road safety and the other on depleted coffers, and depending on where you live a speeding ticket can cost from under a hundred dollars to a couple thousand or more, reports AOL Autos.

Drivers caught speeding in the states of Georgia, Illinois, North Carolina, Nevada and New Hampshire all are liable to be fined up to $1000, at a judge’s discretion, for a first-time speeding offense, according to the National Highway Traffic Safety Administration. The severity of the financial penalty also may depend upon the number of miles above the speed limit when clocked and the number of points on a driver’s license, or if the offense occurred near a school or road works. A driver’s license may also be suspended, their vehicle impounded, or they may face jail time.

Some states including Michigan, Texas and New Jersey, operate under so-called “driver responsibility” laws, which, in some cases, can result in a further fine of up to $1000 leveled a year after the conviction. Virginia, which until 2008 had some of the strictest penalties for speeders, repealed its driver-responsibility laws last year after a public outcry. Georgia, meanwhile, has just voted to add $200 to the fine of what it terms “superspeeders,” who travel more than 10 mph over the speed limit. Other states with fines of up to $500 — which in many cases is then compounded with additional court fees — include Maryland, Missouri and Oregon.

ROAD DEATHS DECLINE WORLDWIDE
Data published by an international transportation group revealed Britain has the lowest road death tally of 33 countries surveyed, topping the charts with just 3.8 deaths per 100,000 population, and the declining global fatality rate has been heralded as “a record decade for road safety.”

The United Kingdom joins the Netherlands and Sweden as the countries with the safest roads, according to the report published by the Paris-based International Transport Forum, while Malaysia, Argentina and Greece rated highest of the 33 countries detailed in the survey. The United States ranked 27th with a traffic fatality rate of 11.1, nearly three times higher than the UK.

Further data from the survey revealed motorists are least likely to be killed on Swedish, UK and Swiss roads, while the chances of being involved in a fatal crash were highest in Korea, the Czech Republic and Malaysia.

The report found motorcycle accidents in the UK were down 23%, despite a 45% increase in the number of motorcycles on the road.

Figures for motorcycles figured badly in the worldwide survey, however, with huge rises in fatal crashes in Finland and Slovenia. On the flipside, bike-related deaths dropped significantly in Portugal and Korea.

The report found motorcycle deaths were on the rise in many developing countries. “These increases are only partly explained by the rise in the number of motorcycles,” said Veronique Feypell-de La Beaumelle, ITF road safety expert.

ITF Secretary General Jack Short hailed the overall figures as “a record decade for road safety,” adding: “Reducing fatalities around the world will be accelerated by rapid and effective transfer of knowledge, good practice and information from the best performing countries.”

Road deaths per 100,000 inhabitants in 2009: Malaysia – 23.8; Argentina – 18.4; Greece – 13.8; Cambodia – 12.6; Korea – 12.0; Poland – 12.0; US – 11.1; Lithuania – 11.0; New Zealand – 8.9; Belgium – 8.9; Czech Rep – 8.6; Slovenia – 8.4; Hungary – 8.2; Portugal – 7.9; Italy – 7.9; Austria – 7.6; Luxembourg – 7.2; Australia – 6.9; France – 6.9; Canada – 6.3; Spain – 5.9; Denmark – 5.5; Ireland – 5.4; Iceland – 5.3; Finland – 5.3; Germany – 5.1; Japan – 4.5; Switzerland – 4.5; Norway – 4.4; Israel – 4.2; Sweden – 3.9; Netherlands – 3.9; UK – 3.8

INDONESIAN CAPITAL LIMITS MOTORCYCLE TRAFFIC–
City officials in Jakarta are mulling over schemes to limit the number of motorcycles allowed in certain areas during peak hours to help unsnarl the city’s acute traffic jams. The Indonesian Motorcycle Industry Association estimates there are about 35 million motorcycles in usable condition in the country, and in the capital city of 8.5 million people there are nearly one motorcycle for every person and growing by nearly a thousand new bikes every day.

This extraordinarily high number of motorcycles has exacerbated the city’s already awful traffic, especially during rush hour, and plans are in place to begin banning bikes from a number of main thoroughfares in this mostly Muslim nation after the holy holiday of Ramadan, requiring riders to continue their journeys by public transportation.

Motorcycle numbers have been increasing for six years throughout the country, driven by affluence and affordable credit schemes. Today, a new motorcycle can be purchased with an initial down payment of Rp 500,000 (US$50).

WEIRD NUDES
An 18-year U.S. Marine Corps veteran and his female passenger were thrown from a motorcycle when they veered off the road near Camp Lejeune, North Carolina. According to newspaper reports, both sustained painful injuries due to total lack of safety gear; no helmet, no gloves, no boots…and no clothes!

The naked riders landed in a ditch, and the Marine was knocked unconscious and awoke to charges of DUI, reckless driving, driving without a license, license revoked, expired inspection, no insurance and no helmet. His passenger walked nearly a mile for help despite a broken arm and leg, but was only ticketed for failure to wear a helmet.

Apparently, riding in the buff is not a traffic offence in Onslow County as neither were charged with exhibitionism or failure to exhibit common sense.

QUOTABLE QUOTE: “Das Beste oder nichts (The best or nothing).”