Head First
The first priority in motorcycle riding is to protect the head. A full Scorpion helmet was an excellent fit and provides adequate protection from those sudden stops. Having been through the motorcycle training, there is no question in my mind that a helmet is mandatory. Under the helmet, wearing earplugs filters out the wind and exhaust noise so one tires less easily on a long ride. With the Fog City press on face shield filter, the sun’s rays are blocked enabling one to see better and avoid a very painful sun burn. I also have a merino wool baklava for really cold days that can be worn under the helmet.
Leather versus Skin
Having had the experience of sliding on the pavement after my motorcycle lost traction in a curve; a full leather suit was desired. That was one of the conditions I promised to keep if I ever got back into the sport. Thinking that a full leather suit would be too hot, I gave up the idea until I met a motorcyclist touring with a perforated leather suit. It provided good ventilation and still gives one the protection of leather. I have ridden in 92-degree weather and it is not uncomfortable as long as one keeps riding! The Joe Rocket suit I use has nylon in the non-impact zones and heavy leather and armor in the more exposed areas like the elbows, knees, etc.
Rain, Rain, Rain
Good Gore-Tex waterproof motorcycle boots with no slip soles provide the grip when you have to back the bike up on a hill. They also protect the feet and ankles from bumps and exhaust pipe burns. Continuing the water proof theme, a Gore-Tex full nylon rain suit which breaths provides not only protection from water but also cuts the wind on a cold day.
Gripping Tale
Three different pairs of gloves cover weather encountered. One pair is water and wind proof. Another pair is wind proof and has good insulating properties for the colder weather. The last pair is perforated leather for summer riding. In addition to the weather, the gloves protect the hands from flying debris and “road rash” in the case the bike is dropped unexpectedly.
Wearing of the Gaudy Green
Since I continue to read about the comment “I did not see the motorcyclist!” mentioned in motorcycle accidents, I decided I needed to enhance my visual presence on the road. A lime green vest similar to the ones worn by public safety personnel completes my ensemble. I have noticed that people tend to give me space. I like to believe they think I am an off duty policeman riding a motorcycle and don’t wish to find out.
No matter what the weather, by gearing up, I can enjoy a comfortable and safe ride.
Cheers,
Free Spirit
Tuesday, March 30, 2010
Monday, March 29, 2010
Choosing Riding Comfort and Endurance
What research needs to be done for a cross-country motorcycle trip? If you want to take your chances, no research is needed. If you want an enjoyable and successful trip for all involved, research reduces the negative surprises, which will impact your ride.
Transportation Mode
One of the most helpful websites was Total Motorcycle http://tinyurl.com/yfk52kq which gives style and bike specifications. The design of the motorcycle was the first consideration. It must carry all my gear and me for a number of days over a long distance in comfort. The bike has to be very stable resisting wind buffeting of trucks and strong crosswinds. That translates into a low-slung cruiser style with a long wheelbase. Maneuverability at low speeds is desired and dictates a loaded weight for me between 400 and 600 lbs. Having had experienced chain driven bikes with their stretched chains needing constant lubrication, a maintenance free drive shaft was desired. A fully loaded bike must be able to hold 70-80 mph all day without struggling. The bike ergonomics were important for an aging 67yr old body. A natural sitting position with feet firmly on the floorboards and hands comfortably reaching the handgrips was preferred. With desert riding expected, liquid cooling is a must.
With these parameters in mind, it was time to look at the various motorcycles within my budget. After much study, the decision came down to a Yamaha or a Honda cruiser. Remembering taking a new bike for a test ride years ago, I assumed with my motorcycle license, that I could take each one on a test ride to compare the two. That was not to be. Liability concerns jinxed that idea. So I relied on the dealer’s biased comments, customer’s reviews on the Internet and riding videos on UTube.
In my previous riding experiences, I had very good luck with Honda machines so I was drawn to those. If you changed the oil and spark plugs in a Honda regularly, it assured one of thousands of miles of worry free riding. The decision was made and I went to the local Honda dealer asking him “What is the smallest displacement motorcycle with a shaft drive?” He said, “the 750cc V-Twin Shadow Spirit C2 cruiser.” http://tinyurl.com/yfqgqar.
Wind and Bug Catcher
After buying the bike, I researched the additional accessories I needed for that particular bike. The accessories provide safety, utility and reduce fatigue during long rides. The Slipstreamer Falcon windshield deflects bugs and debris that fly off vehicles and makes the motorcycle more visible. A windshield also deflects the strong slipstream generated by high speed enabling the rider to sit straight without fighting the wind to stay upright. Having the top of the windshield just below my sightline lets me see over it when heavy rain makes it impossible to see through the windshield.
Carrying Stuff
National Cycle Cruiseliner hard, waterproof, lockable saddlebags were added to provide convenient storage for rain gear, tools, and groceries. A Paladin luggage rack complemented the saddlebags providing a place to hold my “dry bag”. This is a duffle bag that is totally waterproof used in white water canoeing.
Foot and Leg Care
A set of Kuryakyn floor boards replaces the foot pegs letting the rider either rest his boots flat or rest his heels on the leading edge of the floor boards to stretch his legs on a long trip.
Cruising in Comfort with Efficiency
Special foam grips reduce the vibration that travels through the handlebars. The “Cramp Buster” is a small plastic collar with a tail that goes around the throttle grip. The heel of throttle hand can be rested on the tail keeping the throttle at a constant setting. It serves as an inexpensive cruise control and allows me to stretch and flex my fingers on long rides.
Easy Does It
The housing for the EASY PASS transponder is one of the best accessories. The Easy Pass allows motorcycles to breeze through tollgates without having to stop and fumble with change. Then the maps and directions can be conveniently referred to with a quick glance at the map case strapped to the top of the fuel tank.
Bottom Care
A thicker Mustang seat with a backrest replaces the stock banana seat. A customer of Mustang seats said in his Internet comments “The stock seat provides comfort for 60 miles but the Mustang seat provides comfort for 600 miles. I learned that this saying was not correct. While talking to the Honda salesman, I sat on the banana seat for twenty minutes. After that short time, my bottom and the base of my spine began to ache and the bike had not even moved.
Safety is the Key
Adding a rear tail light modulator causes the brake light to pulse periodically when it is activated hopefully attracting the attention of the large semi bearing down on my rear bumper at a stoplight. A set of highway bars completes the accessories. These protect the side of the bike if it tips over or enters a slide. Occasionally balance is lost and the bars keep the bike partially elevated so it is easy to right it.
On a previous motorcycle trip on the Gaspe Peninsula with my father in law, I learned how a serious situation could develop without highway bars. I pulled off the highway on some sandy soil to take a photo. As I got ready to take the shot, I lost my balance in the sand and fell to the ground with the bike falling on my right leg. My leg was not hurt due to the soft sand under the bike. I was in a position where it was impossible to get the leverage to free myself. As the gas from the tank dripped on my leg, I had a vision of being immolated in a flaming pyre. The engine went Tick, Tick, Tick, as it cooled. I likened this to a count down to the final “Swoosh” as the bike went up in flames. I waited for my father in law to realize I was missing and come back. Unfortunately, I was in high grass and it would be hard to see me from the road. Finally, my father in law on his second pass saw me and righted the bike. I breathed a sigh of relief and we rode on.
Cheers,
Free Spirit
"To travel hopefully is a better thing than to arrive, and the true success is to labour" - Robert Louis Stevenson
Transportation Mode
One of the most helpful websites was Total Motorcycle http://tinyurl.com/yfk52kq which gives style and bike specifications. The design of the motorcycle was the first consideration. It must carry all my gear and me for a number of days over a long distance in comfort. The bike has to be very stable resisting wind buffeting of trucks and strong crosswinds. That translates into a low-slung cruiser style with a long wheelbase. Maneuverability at low speeds is desired and dictates a loaded weight for me between 400 and 600 lbs. Having had experienced chain driven bikes with their stretched chains needing constant lubrication, a maintenance free drive shaft was desired. A fully loaded bike must be able to hold 70-80 mph all day without struggling. The bike ergonomics were important for an aging 67yr old body. A natural sitting position with feet firmly on the floorboards and hands comfortably reaching the handgrips was preferred. With desert riding expected, liquid cooling is a must.
With these parameters in mind, it was time to look at the various motorcycles within my budget. After much study, the decision came down to a Yamaha or a Honda cruiser. Remembering taking a new bike for a test ride years ago, I assumed with my motorcycle license, that I could take each one on a test ride to compare the two. That was not to be. Liability concerns jinxed that idea. So I relied on the dealer’s biased comments, customer’s reviews on the Internet and riding videos on UTube.
In my previous riding experiences, I had very good luck with Honda machines so I was drawn to those. If you changed the oil and spark plugs in a Honda regularly, it assured one of thousands of miles of worry free riding. The decision was made and I went to the local Honda dealer asking him “What is the smallest displacement motorcycle with a shaft drive?” He said, “the 750cc V-Twin Shadow Spirit C2 cruiser.” http://tinyurl.com/yfqgqar.
Wind and Bug Catcher
After buying the bike, I researched the additional accessories I needed for that particular bike. The accessories provide safety, utility and reduce fatigue during long rides. The Slipstreamer Falcon windshield deflects bugs and debris that fly off vehicles and makes the motorcycle more visible. A windshield also deflects the strong slipstream generated by high speed enabling the rider to sit straight without fighting the wind to stay upright. Having the top of the windshield just below my sightline lets me see over it when heavy rain makes it impossible to see through the windshield.
Carrying Stuff
National Cycle Cruiseliner hard, waterproof, lockable saddlebags were added to provide convenient storage for rain gear, tools, and groceries. A Paladin luggage rack complemented the saddlebags providing a place to hold my “dry bag”. This is a duffle bag that is totally waterproof used in white water canoeing.
Foot and Leg Care
A set of Kuryakyn floor boards replaces the foot pegs letting the rider either rest his boots flat or rest his heels on the leading edge of the floor boards to stretch his legs on a long trip.
Cruising in Comfort with Efficiency
Special foam grips reduce the vibration that travels through the handlebars. The “Cramp Buster” is a small plastic collar with a tail that goes around the throttle grip. The heel of throttle hand can be rested on the tail keeping the throttle at a constant setting. It serves as an inexpensive cruise control and allows me to stretch and flex my fingers on long rides.
Easy Does It
The housing for the EASY PASS transponder is one of the best accessories. The Easy Pass allows motorcycles to breeze through tollgates without having to stop and fumble with change. Then the maps and directions can be conveniently referred to with a quick glance at the map case strapped to the top of the fuel tank.
Bottom Care
A thicker Mustang seat with a backrest replaces the stock banana seat. A customer of Mustang seats said in his Internet comments “The stock seat provides comfort for 60 miles but the Mustang seat provides comfort for 600 miles. I learned that this saying was not correct. While talking to the Honda salesman, I sat on the banana seat for twenty minutes. After that short time, my bottom and the base of my spine began to ache and the bike had not even moved.
Safety is the Key
Adding a rear tail light modulator causes the brake light to pulse periodically when it is activated hopefully attracting the attention of the large semi bearing down on my rear bumper at a stoplight. A set of highway bars completes the accessories. These protect the side of the bike if it tips over or enters a slide. Occasionally balance is lost and the bars keep the bike partially elevated so it is easy to right it.
On a previous motorcycle trip on the Gaspe Peninsula with my father in law, I learned how a serious situation could develop without highway bars. I pulled off the highway on some sandy soil to take a photo. As I got ready to take the shot, I lost my balance in the sand and fell to the ground with the bike falling on my right leg. My leg was not hurt due to the soft sand under the bike. I was in a position where it was impossible to get the leverage to free myself. As the gas from the tank dripped on my leg, I had a vision of being immolated in a flaming pyre. The engine went Tick, Tick, Tick, as it cooled. I likened this to a count down to the final “Swoosh” as the bike went up in flames. I waited for my father in law to realize I was missing and come back. Unfortunately, I was in high grass and it would be hard to see me from the road. Finally, my father in law on his second pass saw me and righted the bike. I breathed a sigh of relief and we rode on.
Cheers,
Free Spirit
"To travel hopefully is a better thing than to arrive, and the true success is to labour" - Robert Louis Stevenson
Friday, February 5, 2010
Learning to ride again
In thinking more about the content of this blog, I have decided to share the research and steps I went through in the 22 months prior to my trip across country. In this segment, my motorcycle training is featured.
Hand and Eye Coordination
I shift the 250cc Honda motorcycle into first gear. I let out the clutch with purpose and accelerate quickly to a second gear change bringing me to 20mph in the parking lot. Bill the instructor is directly in my path and I am awaiting his signal. Will I be veering right or left? His left hand shoots out quickly. I push the right handle bar forward. The bike tips to the right and I speed around him pushing the left handle bar forward as I pass him to straighten the bike. Then before I hit the end of the parking lot, I slam on the brakes. Bill says “good job” and I am amazed at his coolness when I accelerated toward him in this training exercise.
Classroom
As part of my dream of going cross country by motorcycle, I took the Motorcycle Safety Foundation Basic Rider Course as part of the Connecticut Rider Education Program http://tinyurl.com/5v59nt This course is for anyone who has no experience on a motorcycle or for people returning to the sport. The advantage is it takes the place of the road test to get the license from the DMV and provides 6 hours of classroom instruction and 11 hours of practice in handling the motorcycle provided.
On a crisp weekend in October with temperatures in the 60s, I attended the classroom session on Saturday. The 15 group members attending were diverse. There were 3 girls, a policeman going for his motorcycle patrol license, 3 teenage fellows, 7 middle aged fellows and me. Of that group, one girl, a couple of fellows and myself had riding experience.
The method of class instruction was routine but effective as indicated by the final grades. All scores were in the 90s. We took turns reading the Rider Handbook and study questions out loud. The instructor would pause the reader to highlight particular points likely to be emphasized on the final test. In addition, he brought his riding experience in to illustrate points in the Handbook. Videos were shown about different ways of handling the motorcycle in traffic. A cyclist needs to know all the hazards and anticipate those hazards before they become a problem. It was a lively class as members asked good questions and shared motorcycle related experiences.
Age as a Factor
Being older had its advantages and disadvantages. I could help in the discussions with my experience and I had effective study techniques learned through college. What really worried me was the on-cycle test. Was I going to be able to handle the bike and not dump it. Would my shifting and down shifting be smooth and controlled. Would I make any stupid mistakes in front of my classmates? How would I look in my full set of leathers? I doubt anyone else would go that far for protection. The only required protection was an approved helmet, long sleeved shirt or jacket, sturdy pants, full fingered gloves and sturdy shoes that covered the ankles.
The 11 hours of riding was shared over the two days. Subjecting my left hand to 11 hours of shifting did have an effect toward the end of the session. Every time I came to a stop to wait for another rider to run through an exercise, I quickly shifted into neutral and flexed my hand numerous times. That was the only physical discomfort I felt during the two days.
On the Range
As it turned out, it was cool and my full leather outfit was very comfortable with a couple of layers underneath. The on-cycle sessions began with starting the motorcycle using FINEC. F-Turn on the fuel, I-turn on the ignition, N- shift into neutral, E-flip the engine cut off switch to on, C-use choke if cold. Every time we would finish an exercise, we switched off the engine cutoff switch, turned off the ignition, and turned off the fuel. Then at the instructor’s hand signal, we would start again using FINEC and proceed to the next event. With the noise of 15 engines, the instructors would use hand signals when exercises were under way. When the bikes were stopped, the instructor would verbally instruct the first person in line on the details of the activity and everyone would follow him/her. The leader position would rotate between students so everyone got a chance to “feel the heat” in trying to do the exercise right the first time with everyone looking on.
The events were meant to provide real handling situations that we would encounter on the road. To practice riding over an obstruction, we drove over 2X4s being careful to stand up on the pegs and to lift the front wheel just before crossing it. Zigzagging between cones gave us practice in “counter steering”. That is when the handlebars are pushed in the direction of the turn making the bike unstable and it leans in that direction providing a quick entry into a turn. It is quicker than leaning your weight into the turn and having the bike follow your shifting weight. When there is little space between you and an obstruction in the road, counter steering is the quickest way to avoid the situation.
Next was the fast stop. We accelerated through second gear, passed a mark, hit the brakes and at the same time quickly downshifted to first gear before stopping at the second mark. That exercise is so you know how long it takes to stop the bike and to have your bike in first gear for an escape attempt if a motorist does not stop behind you.
I found the most challenging exercise was doing a figure eight in a box equaling the area of two parking spaces. In first gear, one enters the box and drives to the first corner and pushes the right handle bar right for a sharp turn to the right. At the same time, the rider hangs his/her body weight over the left side of the motorcycle to enable the bike to lean low for a sharp right turn. Then the rider centers his/her body weight and drives diagonally to the corner where he/she started. The handlebars are then pushed left and body weight is shifted to the right for a steep left turn. Finally the weight and bike are centered and the rider drives diagonally to exit the box. The rider is not supposed to go outside the box or dump the bike. Both of those situations occurred while each of us hoped it would not be us.
Oops!
I remember one girl who continually had trouble using the clutch to get a smooth start. But she was very persistent and finally just before the final road test, she got it. Everyone was relieved since we did not want anyone to fail. Most everyone did something wrong during the learning process. My error was getting distracted after a fast stop to meet the instructor in the center of the course. I dismounted and walked away forgetting to put the kickstand down. Fortunately, I was able to break the fall of the 300lb bike so there was no damage. It might have been a different story if I had been using my 500+lb Honda Shadow.
Relief
The final test for the classroom work was given between riding sessions. Then the final road test was given at the end of the day when we repeated all we had learned and points were take off if we were slow, not precise in our movements, or overshot particular lines or cones. Everyone passed. The riders with no motorcycle experience were impressive. They rode as if they had been doing it for years showing that the training created safe and confident riders.
Cheers,
Free Spirit 2/5/2010
"To travel hopefully is a better thing than to arrive, and the true success is to labour" - Robert Louis Ste
Hand and Eye Coordination
I shift the 250cc Honda motorcycle into first gear. I let out the clutch with purpose and accelerate quickly to a second gear change bringing me to 20mph in the parking lot. Bill the instructor is directly in my path and I am awaiting his signal. Will I be veering right or left? His left hand shoots out quickly. I push the right handle bar forward. The bike tips to the right and I speed around him pushing the left handle bar forward as I pass him to straighten the bike. Then before I hit the end of the parking lot, I slam on the brakes. Bill says “good job” and I am amazed at his coolness when I accelerated toward him in this training exercise.
Classroom
As part of my dream of going cross country by motorcycle, I took the Motorcycle Safety Foundation Basic Rider Course as part of the Connecticut Rider Education Program http://tinyurl.com/5v59nt This course is for anyone who has no experience on a motorcycle or for people returning to the sport. The advantage is it takes the place of the road test to get the license from the DMV and provides 6 hours of classroom instruction and 11 hours of practice in handling the motorcycle provided.
On a crisp weekend in October with temperatures in the 60s, I attended the classroom session on Saturday. The 15 group members attending were diverse. There were 3 girls, a policeman going for his motorcycle patrol license, 3 teenage fellows, 7 middle aged fellows and me. Of that group, one girl, a couple of fellows and myself had riding experience.
The method of class instruction was routine but effective as indicated by the final grades. All scores were in the 90s. We took turns reading the Rider Handbook and study questions out loud. The instructor would pause the reader to highlight particular points likely to be emphasized on the final test. In addition, he brought his riding experience in to illustrate points in the Handbook. Videos were shown about different ways of handling the motorcycle in traffic. A cyclist needs to know all the hazards and anticipate those hazards before they become a problem. It was a lively class as members asked good questions and shared motorcycle related experiences.
Age as a Factor
Being older had its advantages and disadvantages. I could help in the discussions with my experience and I had effective study techniques learned through college. What really worried me was the on-cycle test. Was I going to be able to handle the bike and not dump it. Would my shifting and down shifting be smooth and controlled. Would I make any stupid mistakes in front of my classmates? How would I look in my full set of leathers? I doubt anyone else would go that far for protection. The only required protection was an approved helmet, long sleeved shirt or jacket, sturdy pants, full fingered gloves and sturdy shoes that covered the ankles.
The 11 hours of riding was shared over the two days. Subjecting my left hand to 11 hours of shifting did have an effect toward the end of the session. Every time I came to a stop to wait for another rider to run through an exercise, I quickly shifted into neutral and flexed my hand numerous times. That was the only physical discomfort I felt during the two days.
On the Range
As it turned out, it was cool and my full leather outfit was very comfortable with a couple of layers underneath. The on-cycle sessions began with starting the motorcycle using FINEC. F-Turn on the fuel, I-turn on the ignition, N- shift into neutral, E-flip the engine cut off switch to on, C-use choke if cold. Every time we would finish an exercise, we switched off the engine cutoff switch, turned off the ignition, and turned off the fuel. Then at the instructor’s hand signal, we would start again using FINEC and proceed to the next event. With the noise of 15 engines, the instructors would use hand signals when exercises were under way. When the bikes were stopped, the instructor would verbally instruct the first person in line on the details of the activity and everyone would follow him/her. The leader position would rotate between students so everyone got a chance to “feel the heat” in trying to do the exercise right the first time with everyone looking on.
The events were meant to provide real handling situations that we would encounter on the road. To practice riding over an obstruction, we drove over 2X4s being careful to stand up on the pegs and to lift the front wheel just before crossing it. Zigzagging between cones gave us practice in “counter steering”. That is when the handlebars are pushed in the direction of the turn making the bike unstable and it leans in that direction providing a quick entry into a turn. It is quicker than leaning your weight into the turn and having the bike follow your shifting weight. When there is little space between you and an obstruction in the road, counter steering is the quickest way to avoid the situation.
Next was the fast stop. We accelerated through second gear, passed a mark, hit the brakes and at the same time quickly downshifted to first gear before stopping at the second mark. That exercise is so you know how long it takes to stop the bike and to have your bike in first gear for an escape attempt if a motorist does not stop behind you.
I found the most challenging exercise was doing a figure eight in a box equaling the area of two parking spaces. In first gear, one enters the box and drives to the first corner and pushes the right handle bar right for a sharp turn to the right. At the same time, the rider hangs his/her body weight over the left side of the motorcycle to enable the bike to lean low for a sharp right turn. Then the rider centers his/her body weight and drives diagonally to the corner where he/she started. The handlebars are then pushed left and body weight is shifted to the right for a steep left turn. Finally the weight and bike are centered and the rider drives diagonally to exit the box. The rider is not supposed to go outside the box or dump the bike. Both of those situations occurred while each of us hoped it would not be us.
Oops!
I remember one girl who continually had trouble using the clutch to get a smooth start. But she was very persistent and finally just before the final road test, she got it. Everyone was relieved since we did not want anyone to fail. Most everyone did something wrong during the learning process. My error was getting distracted after a fast stop to meet the instructor in the center of the course. I dismounted and walked away forgetting to put the kickstand down. Fortunately, I was able to break the fall of the 300lb bike so there was no damage. It might have been a different story if I had been using my 500+lb Honda Shadow.
Relief
The final test for the classroom work was given between riding sessions. Then the final road test was given at the end of the day when we repeated all we had learned and points were take off if we were slow, not precise in our movements, or overshot particular lines or cones. Everyone passed. The riders with no motorcycle experience were impressive. They rode as if they had been doing it for years showing that the training created safe and confident riders.
Cheers,
Free Spirit 2/5/2010
"To travel hopefully is a better thing than to arrive, and the true success is to labour" - Robert Louis Ste
Sunday, November 22, 2009
Test Ride to Stafford, VA
To get some more experience traveling long distances on my motorcycle, I planned a trip to Stafford, VA to visit my friend Dave. This will be the first leg of our cross country trip next spring. It was 470 miles and took all day.
Black Ice
It started on Monday, Oct. 19. I had planned to leave at 7:30 AM but black ice in Connecticut cancelled that plan. I waited till the temperature had reached 35 degrees. Finally got away at 10:30 AM but still had to be careful on the overpasses and bridges.
It started on Monday, Oct. 19. I had planned to leave at 7:30 AM but black ice in Connecticut cancelled that plan. I waited till the temperature had reached 35 degrees. Finally got away at 10:30 AM but still had to be careful on the overpasses and bridges.
Trip Challenges
The trip went smoothly with a few adventures. First traveling in heavy traffic at 70 mph on the twisty Garden State Parkway was invigorating. A little later in the trip, I managed to enter a trucks only entrance to a rest area. Then I wandered around looking for a way to get to the car section of the rest area. Finally a couple of friendly truckers let me cut in front of them and travel over a low divider into the car section. Finally, after dark, I drove over a country road toward I-95. Ground fog gave me an eerie feeling as my headlight pierced through various thicknesses of it gathering over the road.
At 11:30 PM, I rolled into Stafford ready for a good nights sleep. Judy was glad to hear I had arrived in one piece. The next day I helped Dave gather food from the local super markets for a food pantry.
The trip went smoothly with a few adventures. First traveling in heavy traffic at 70 mph on the twisty Garden State Parkway was invigorating. A little later in the trip, I managed to enter a trucks only entrance to a rest area. Then I wandered around looking for a way to get to the car section of the rest area. Finally a couple of friendly truckers let me cut in front of them and travel over a low divider into the car section. Finally, after dark, I drove over a country road toward I-95. Ground fog gave me an eerie feeling as my headlight pierced through various thicknesses of it gathering over the road.
At 11:30 PM, I rolled into Stafford ready for a good nights sleep. Judy was glad to hear I had arrived in one piece. The next day I helped Dave gather food from the local super markets for a food pantry.
Air and Space Museum trip
On Wednesday, Dave fired up his 1983 Yamaha Virago and I followed him up to the Smithsonian Air and Space Museum's Steven F. Udvar-Hazy Center. On the way to the museum, I got a taste of the DC traffic. I had to ride close to Dave in an offset pattern. We enjoyed the museum with its' historic aircraft, great fighter IMAX movie, and its view of Dulles airport from the museum's observation tower. I was impressed by the size of the facility. I used the B-29 display to compare the space to the New England Air Museum's B-29 space. NEAM has it in one building. Udvar-Hazy has it in a gigantic space 10 times the size of NEAM's building filled with other airplanes.
On Wednesday, Dave fired up his 1983 Yamaha Virago and I followed him up to the Smithsonian Air and Space Museum's Steven F. Udvar-Hazy Center. On the way to the museum, I got a taste of the DC traffic. I had to ride close to Dave in an offset pattern. We enjoyed the museum with its' historic aircraft, great fighter IMAX movie, and its view of Dulles airport from the museum's observation tower. I was impressed by the size of the facility. I used the B-29 display to compare the space to the New England Air Museum's B-29 space. NEAM has it in one building. Udvar-Hazy has it in a gigantic space 10 times the size of NEAM's building filled with other airplanes.
Homebound
On Thursday, the 22nd, I was on the road at 7:30 AM headed northeast to Connecticut. The weather was cool and sunny. The most memorable rides were driving on the two lane bridge over the Potomac river and crossing the Tappan Zee bridge in New York. I had a nice surprise in Hartford, CT as I entered a traffic jam. I realized motorcycles can travel in the HOV lane and entered one cruising at 70mph past the jam. I arrived home at 6:30 after a 12 hour run.
Cheers,
Free Spirit
"To travel hopefully is a better thing than to arrive, and the true success is to labour" - Robert Louis Stevenson
On Thursday, the 22nd, I was on the road at 7:30 AM headed northeast to Connecticut. The weather was cool and sunny. The most memorable rides were driving on the two lane bridge over the Potomac river and crossing the Tappan Zee bridge in New York. I had a nice surprise in Hartford, CT as I entered a traffic jam. I realized motorcycles can travel in the HOV lane and entered one cruising at 70mph past the jam. I arrived home at 6:30 after a 12 hour run.
Cheers,
Free Spirit
"To travel hopefully is a better thing than to arrive, and the true success is to labour" - Robert Louis Stevenson
Saturday, October 31, 2009
First Blog
This is the beginning of an adventure. I am planning a cross country trip by motorcycle in the spring of 2010. Sharing that adventure with others is one of the goals.
In 2009, I have been concentrating on the trip planning and riding my 2008 Honda Shadow Spirit 750. As a senior, one of my concerns was how many miles could I travel in comfort considering the changeable weather and traffic conditions. So far I have done well, logging three trips of 650 miles, 210 miles and 500 miles. With this experience, I know my limits and can more realistically plan for the trip. Particularly helpful in the trip planning was the website Motorcycle Touring for Beginners at http://tinyurl.com/ybvlhdr
Cheers,
Free Spirit
In 2009, I have been concentrating on the trip planning and riding my 2008 Honda Shadow Spirit 750. As a senior, one of my concerns was how many miles could I travel in comfort considering the changeable weather and traffic conditions. So far I have done well, logging three trips of 650 miles, 210 miles and 500 miles. With this experience, I know my limits and can more realistically plan for the trip. Particularly helpful in the trip planning was the website Motorcycle Touring for Beginners at http://tinyurl.com/ybvlhdr
Cheers,
Free Spirit
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