Passes & Canyons Blog

MOST Program annual report

Now we come to what I consider a particularly interesting portion of the 2018 report on motorcycle crashes put together by the Colorado Motorcycle Operator Safety Training (MOST) program. I’m talking helmet usage and rider legality, i.e., having motorcycle accreditation on your driver’s license.

Unlike the other tables in this report, where they list the top 10 items, there are only 7 choices here. There are 2,470 crashes counted.

“Helmet properly used” was ticked off for 1,223, or 49.5% of all motorcycle operators, and 66.7% for all riders trained through MOST. “No helmet” comes second at 882, for 35.7% of all riders and 18.0% of MOST-trained riders. So far rider training is looking pretty good, although we again have the unanswerable question of, did they get the training before or after the crash?

Number three on the list (109) is “not applicable.” These 177 are explained as “(Cars/Trucks).” Which seems odd. If these were people in cars and trucks, why were they included in this listing of motorcyclists? Then, with 54, is “Helmet improperly used.” Gosh guys, if you’re going to bother wearing a helmet maybe you should at least strap it on properly.

Then there is “Available, not used” at 20 and then “Bicycle helmet” at 5. Really? You think a bicycle helmet is going to do much good in a motorcycle crash? Heck, I don’t see how bicycle helmets do much good even in bicycle crashes. They sure haven’t helped my sister-in-law in the two crashes she has had on her bicycle.

That’s the list. What we are told elsewhere in the report is that there were 103 fatalities in 2018 and of them, 54, or 52%, were not wearing helmets. Which means 48% were wearing helmets, which, as always, gives the lie to those who seem to think the answer to motorcycle fatalities is to make everyone wear a helmet. Helmets help but it’s going to take more than just helmets.

Then we come to licensing. Out of 2,470 riders, there were 1,393 total listed as “Endorsement required & complied with.” For MOST-trained riders it was 64.0%. Again, that’s looking good for training though it also is particularly muddy regarding training before or after the crash.

A total of 563 riders had no endorsement, and then we have 371 with “Endorsement required & not complied with.” I’m really not at all sure what that is supposed to mean. How does that differ from no endorsement?

Then there are 51 listed as “Endorsement required & compliance unknown” and another 92 with “Unknown.”

I don’t know about you but I tend to suspect that riders who have MC endorsements are more likely to be safe riders. At the very least it presents a certainty that you have at least a minimum of ability to control the machine. No it doesn’t say a thing about the ability to maneuver a tight curve at a high speed but at least it’s a start. That’s where further rider training is a good thing. I’ve taken five rider training courses and done one track day and I can tell you pretty confidently that I’m a better rider than my friends who have done none of these.

Biker Quote for Today

You know you’re a biker if you can identify bugs by taste.

Riding like this is much more fun that crashing.

The next table in the 2018 report from the Colorado Motorcycle Operator Safety Program (MOST) addresses the movements of the riders who were found to be at fault in their crashes. This is an interesting one.

What were the huge majority of riders doing when they crashed? Going straight. Out of 1,297 riders counted in the top ten categories, fully 845 of them were going straight. Wow. I’d really like to know just what was going on that all these folks crashed going straight. I mean, I can understand if in going straight they were also running a red light, but I doubt that was the case with even very many of these 845.

The number two on this list, at just 96, was slowing. Once again these raw statistics seem to raise more questions than they answer. Were these folks slowing because they saw danger ahead? Were they just not paying attention because they were stopping, so what is there to watch out for? And if they were slowing because they saw danger ahead, were they really at fault, unless they were moving at excessive speed and otherwise would have been able to stop safely? Is it just assumed that in a single-vehicle crash that the driver/rider was at fault?

We have to get to number three on the list to get to what I think most of us would have assumed was a much higher item: turning left. This only totaled 75 crashes. This one at least doesn’t make you wonder what the heck was going on; we all know the screw-ups that can happen in left turns.

The rest of the list runs out as follows: Spun out of control–69; Making right turn–61; Changing lanes–49; Passing–36; Avoiding object in the road–31; Weaving–24; Making U-turn–11.

I would really have expected changing lanes, passing, and avoiding objects in the road to be higher on this list. It goes to show that data beats guessing most every time.

And by the way, the breakdown of all riders vs. MOST-trained riders is also of interest. Among those going straight, the figures were 60% of all riders but 68.8% of MOST-trained riders. In the other nine categories, in five cases the all-riders group had higher percentages and in four the MOST-trained riders had higher percentages. Most out of whack was avoiding objects in the road. The all-riders percentage was 2.2%; MOST-trained hit 5.2%. I mean, sheesh, you’d really think the trained riders would be better at avoiding stuff. Or were these riders who took the training after they crashed?

Biker Quote for Today

Squid: A textbook “squid” in MC instructor lingo was typically male, 16-20 years old, sport bike, insufficient safety gear, who rode/rides like an idiot, pulls power wheelies in heavily pedestrian traveled areas to showoff, angering non-riders and riders alike. The type of idiot that you see being a bonehead as they scream by your favorite summer outdoor patio where you face palm and shake your head.

Not something you ever want to see.

I’ve been writing about Colorado motorcycle crash statistics from 2018 and–in part–how these numbers related to rider training. That prompted a note from a friend with considerable experience in this area. Being a modest guy he asked that I not name him.

What this all related to was what I had pointed out about how the crash figures for rider trained through the Colorado Motorcycle Operator Safety Training (MOST) program seem to suggest that these riders crash more than those who have not taken the training. The question I asked was, did these riders crash before or after the training? When I queried Colorado State Patrol (CSP) coordinator for the MOST program he told me he couldn’t answer that question now but in future tracking they would include that data. He said he sure hoped the crashes occurred before they took the training.

Not to be too repetitive but, as I pointed out before, many riders take the course in order to get their license after they have been cited for riding without proper licensing. Often that occurs when they are involved in crashes, thus they get counted as MOST-trained riders but the crash occurs before they take the training.

Well, what my friend tells me is that back in 1976 the National Highway Transportation Safety Administration (NHTSA) did a study to see how effective driver’s training for teenagers. He told me that “the study made waves when it was reported that driver training actually resulted in no fewer crashes, injuries and fatalities. The theory was that trained drivers were more confident and took more risks, but because they were still inexperienced, they still made bad judgments.”

Now apparently, there were some folks who didn’t like having the government–at whatever level–putting up the money for driver training programs, so they took the findings of this report and soon the in-school driver’s ed program, such as the one I took as a teenager, were gone. In fact, it has been claimed by some people in a position to know, that the books were cooked a bit on this study in order to reach that conclusion, for that purpose.

My friend continues: “Fast-forward to today, and many safety-crats have long held that driver (and rider education) is not worth investing public dollars. It is an argument that is sometimes summoned to push back against SMROs (state motorcyclist rights orgs) that seek to replace helmet mandates with rider education programs.

“If stats are being published that suggest rider education does little to reduce crashes and fatalities, be prepared for pushback from the safety community to reduce or eliminate funding, and possibly attempt to reinstate the helmet mandate.”

So wow, I didn’t realize I was poking such a hornet’s nest when I innocently wondered if those crashes took place before or after the rider received training. That makes it really important now that CSP tracks the timing of crashes vis a vis time of training. We’ll have to wait for the 2019 crash data to find out.

Biker Quote for Today

Experience is what keeps a man who makes the same mistake twice from admitting it the third time around.

Guess what? You are the biggest factor in whether you come home from your ride safely.

I’ve been looking at the crash statistics in the 2018 report from the Colorado Motorcycle Operator Safety Program (MOST). Previous posts are here and here.

The next table in the MOST report on 2018 motorcycle crashes focuses on the “First Harmful Event (FHE)” which I take to be the nature of the crash, more or less, after whatever actions occurred that led to the crash. Number one on the list, by a lot, was overturning. In a car, overturning would be big deal; on a bike, it has to be pretty much standard. This happened to 377 riders, 26.8% of all riders and 40.3% of MOST-trained riders.

Here’s what may be a surprising number two: front to rear collision (201 total). I’d have to wonder who was in back and who was in front. I’ve know more than one rider who got rear-ended but I don’t know anyone who hit the vehicle in front of them. We stop quicker. But this shows us that you do need to be alert to the guys behind you as well as those in front or on the side.

All the rest were collisions of various sorts: with curb, with wild animals, with guardrail, etc.

Then we get to the top human contributing factors with at-fault riders. This has got to be key, right?

The top factor was driver (rider) inexperience: 247 total (17.5%) and 24 MOST-trained (31.2%).

Again, that looks ugly for the idea of rider training unless the bulk of these are riders who crashed and then went for training. As MOST coordinator Chris Corbo said, we don’t know this time around whether the crashes were before or after the training. We would hope they were primarily before. That data will be tracked the next time around.

Number two on this list was aggressive driving (162). That should give you some idea of what not to do.

Number three was DUI, DWAI, DUID (110). I don’t think we need to say anything more here.

Number four is interesting: driver unfamiliar with area (95). I wonder if that means they did something such as a lane change that someone who knew the intersection (for example) would not have done, or if they were meandering trying to figure out where to turn.

These tables only include the top 10 but in this case by the time you get to number nine there are only two instances so number 10 is “Other.” There were 181 of those, which says there are a whole heck of a lot of things that can lead to a crash.

More to follow.

Biker Quote for Today

Good people are good because they’ve come to wisdom through failure. We get very little wisdom from success, you know. — William Saroyan

These guys are not likely to be guilty of most of the crash-causing actions included in this list, at least not on this ride.

Let’s continue looking at the stats on motorcycle crashes in Colorado in 2018.

The Colorado State Patrol (CSP) report breaks the data out into tables, with each table addressing one specific consideration. The first table is labeled, “Top Driver Actions among at-Fault Motorcycle Riders in Crashes, 2018.” That poetic, symbolic title sums up pretty well what the table has to tell us.

The number one driver action leading to a crash was careless driving. OK, now if there is one thing that is preventable it should be careless driving crashes. Drive carefully, you know? You life may well depend on it.

Careless driving was the primary crash factor for 446 riders, or 31.7% of them. Of those 446, 22 were MOST-trained riders. That looks like a very good figure except the next column is not so good. This included 28.6% of the MOST-trained riders.

Now here’s where the questions I raised last time factor in. If, as I speculated, this tagging of MOST-trained riders only counts those who received their training in 2018, and if many of those who received training were required to do so after they had crashed, then this does not look so bad. Well, I contacted Chris Corbo, the CSP guy who manages the MOST program and he gave me some answers. Yes, the riders counted as having MOST training only counts those trained in 2018. As for question of whether the crash occurred before or after the training was taken, here is Chris’s reply.

That is a great question and one that will be answered going forward. When the data was presented to the data analysis the date of when the rider took the BRC was removed and therefore a correlation of when a crash happened and when the rider took the BRC was not able to be made. We are hoping the crash was prior to the BRC, but cannot make any statements of that.

Pushing on now, the next biggest crash factor was excessive speed, or more specifically, “Exceeded Speed Limit.” Starting here and continuing I’ll give the break-outs as follows: Total riders / Percent of riders / Total MOST riders / Percent of MOST riders. So for speeding the break-out is 150 / 10.7% / 6 / 7.8%. One thing we need to note here is that these percentages do not add up to 100% because this is a list of only the top 10 actions leading to the crash.

Here is the entire list.

Careless Driving: 446 / 31.7% / 22 / 28.6%

Exceeded Speed Limit: 150 / 10.7% / 6 / 7.8%

Followed Too Closely: 140 / 9.9% / 7 / 9.1%

Lane Violation: 124 / 8.8% / 7 / 9.1%

Reckless Driving: 72 / 5.1% / 7 / 9.1%

Fail to Yield Right of Way: 34 / 2.4% / 1 / 1.3%

Improper Turn: 25 / 1.8% / 1 / 1.3%

Failed to Stop at Signal: 24 / 1.7% / 1 / 1.3%

Improper Passing on Left: 16 / 1.1% / 1 / 1.3%

Improper Passing on Right: 8 / 0.6% / 0 / 0%

So these are the primary ways in which we are harming ourselves. We can rail against drivers texting all we want but we also need to take responsibility for our own actions. Of course, that’s what rider training is supposed to lead to–safer, better riding.

Biker Quote for Today

While cagers continue to conduct their affairs while driving, to the detriment of their driving, those of us on motorcycles are (should be!) totally focused on safely negotiating our way amongst them. That deadline at work is not a priority at this time.

Crashing is a bad thing, OK?

I recently acquired a trove of motorcycle crash information for 2018, put together by the Colorado State Patrol (CSP). This is going to take several blog posts to present.

The report starts with a summation, presenting the overall stats up front. I’m just going to copy/paste that summation here.

• Statewide in 2018, there were approximately 120,000 motor vehicle crashes and 2,206 (1.8 percent) of those crashes involved motorcycles. There were 111 MOST students (from fiscal year 2018) involved in a crash in 2018.
• Of the 2,206 crashes involving a motorcycle, 522 crashes resulted in a serious injury and 97 crashes resulted in a fatal injury.
• The motorcycle operator was at fault in the crash 63.8% of the time (1,408/2,206). Among the 111 motorcycle operators who were MOST students in 2018 and had a crash, 77 were at fault in the crash (69.4%).
• In 2018, there were 141 crashes where alcohol or drugs were suspected among motorcycle operators at fault in a crash. 116 of the motorcycle operators were suspected of alcohol use only, 6 operators were suspected of drug use only, and 19 motorcycle operators were suspected of both alcohol and drug use. Only six MOST students were suspected to be impaired by drugs or alcohol at the time of the crash.
• In 2018, among all motorcycle operators and passengers involved in a crash, 49.5 percent (1,223/2,470) were properly wearing helmets.

You’ll notice that these stats tell us how many and what percentage of these crashes involved riders who had received rider training through the Motorcycle Operator Safety Training (MOST) program. This is the first year this information has been tallied and it came following a request from ABATE of Colorado. ABATE thanks you CSP.

The one thing I’m not clear on–and maybe I can get this answered at the next ABATE D-17 meeting–is that this reads in a way to suggest that we’re only talking about MOST students who took the training in 2018. Is that really the case? Did 111 2018 MOST students crash? Like, in their first year riding after taking the training? I’d like to know how many riders MOST trained during the year. What percentage is this? And then what about the tally if you consider all riders who have ever had MOST training? I have, but not in 2018. I also didn’t crash in 2018.

The one number above that really strikes me is that third bullet. It says that the rider was at fault nearly two-thirds of the time, and a bit more than two-thirds of the MOST-trained riders were at fault.

Wow, what does this say about rider training? Or what does it say about the riders being trained? I have no concrete answer to those questions but I can relate anecdotally some information I have heard. That is, many of the riders being trained are there because they have to be. They were caught riding without being licensed to do so and in order to avoid worse punishment they agreed to take rider training and get accredited to ride a motorcycle. Maybe for them it was just a formality and they then went back to their wild and crazy style of riding that got them stopped in the first place. Makes you wonder.

Or here’s another thought. Those numbers don’t show if the crash happened before or after training. Perhaps a lot of riders crashed, were found not to have accreditation, and took the course afterward to minimize penalties. I’m going to need to talk with Chris Corbo, the MOST coordinator, and ask some questions.

On the more positive side is that fourth bullet that says 141 crashes involved drugs or alcohol but only 6 of those were MOST-trained riders.

There’s a ton more information in this report. Y’all come back now, hear?

Biker Quote for Today

I used to think I’d go out with a bang, on the back of a Harley, racin’ a train. — Joe Nichols

Trucks need to give motorcycles space, because we stop quicker than they do.

I rode with some guys from the RMMRC last week and there was one point where things got very interesting. As in, not in a particularly good way.

We made a stop at Performance Cycle for one guy to exchange something and then the idea was to jump quickly on I-25 south to Happy Canyon Road and then to do the loop down to Sedalia, then south through Monument. Sometimes when people say one thing they intend to say something else; a slip of the tongue. Other times they’re just simply incorrect. This was one of those.

As we started drawing near the Castle Pines Parkway exit, which takes you to Daniels Park Road, Robert, in the lead, pulled into the right lane. He and Bruce were up front and I was in the center lane. There was a semi in the right lane behind those guys.

I was not concerned because Robert had said Happy Canyon. That was a few miles ahead. But I figured it would be good to get in behind them just to play it safe. I knew that Castle Pines was a shorter route than Happy Canyon.

The trucker was keeping pretty close behind them, however. At one point I thought I would change lanes and looked to my rear only to discover the truck’s front bumper was just about even with my rear end. As in if I hadn’t looked (but I’m not stupid, I did look!) it would have been very nasty.

Now, as Bruce noted later, it is typical behavior for a trucker to back off on motorcycles because in case of an emergency stop the bikes will stop much faster than the truck. And if the truck is too close it will roll right over the bikes. But this trucker was not leaving room. In fact he was not even leaving enough room for me to pull in behind the other bikes, although by this point it had to be obvious to him that I wanted to get in.

Still, not a problem because this was not Happy Canyon. And then we reached the exit and they took the exit lane. Oh crap. In one of those assess, decide, act situations that happen in a heartbeat, I knew what my bike was capable of and I twisted the throttle hard and veered sharply across in front of the truck, entering the exit lane well after the two had completely diverged. I knew I could do it safely–there was not the shred of a doubt in my mind.

Nevertheless, this was the sort of thing that if I observed someone else doing it I would think they were nuts. And if I had had Judy on behind me there’s no way in hell I would have done it, even though missing the exit would have put a real hitch in this group ride.

But I knew I could do it. I had no doubt at all, and hey, I do enjoy living. I have no death wish.

So was this risky? Dangerous? Or just unorthodox? The trucker blared his horn at me and I don’t blame him for that, but I do blame him for not showing some courtesy and letting me in a lot sooner when it was obvious that that was what I wanted. Also for not just backing off on the bikes in general. They couldn’t have just speeded up and gotten further ahead of him; there was traffic in front of them.

It made for an interesting conversation when we stopped for a break. No one else had seen my move, but everyone had been aware that the trucker was being kind of a jerk. Bottom line, everything came out fine and I had a new story to tell. But I would not have been unhappy not to live this story–there was just no point to it.

Biker Quote for Today

Reasons not to date a motorcyclist: Facial hair may get long enough to braid.

Group motorcycle riding requires cooperation and coordination.

There are motorcyclists who get together with friends and go for a ride as a group. And then there are motorcyclists who go on group rides. The two can be vastly different. While the former can be very loose and unstructured, with different riders taking the lead periodically as they feel so moved, the latter is a very structured event.

On a group ride, particularly the sorts of rides that Harley Owners Groups (HOGs) affiliated with dealerships do, safety is generally a top priority and clearly defined leadership and rules are paramount. At minimum you’ll have a Ride Captain in the lead and a sweep rider bringing up the rear, often in communication with each other via radio.

Alan Baumbach is an experienced Ride Captain who lives in Denver. As a Harley rider he belongs to several local HOG chapters and ridden with many groups. Alan has very definite ideas about motorcycle safety and he has stories to tell. We let him talk.

“We were with a sizable group coming down I-70, coming back to Denver from Grand Junction. I was leading. I think there were 12-15 bikes in the group. I’m checking my mirrors all the time and everybody’s all lined up and I can see everybody, and we’re good. But every so often I’d look back and it was like half the group was gone. What happened?! A minute or so would go by, and I’d be checking my mirrors, and they’d catch back up to me. And then I’d look back again and they’d disappeared again. Finally we stopped for a fuel stop and one of the people who was in the last half of the group came up to me and said, ‘Alan, I think you need to talk to so-and-so because he’s sightseeing and he is slingshotting.’ He was slowing down because it was his first time in Colorado, he wanted to see the sights, and then he was speeding up. And he was slowing down and he was speeding up. So he was slingshotting in the group and driving everybody nuts. Because you don’t want to pass when you’re in a group.

“There have been times when I’ve been on rides where people are novices and don’t quite know how to ride. I don’t know if it’s a situation where they feel they have to keep up with the group, or they are not riding their own ride, or what. But they crash. And that’s always sad to see. I’ve never been on one that was too serious, but I’ve been on some where people broke bones. They had to have the ambulance come and take them away.”

Why did they crash?
“Target fixation. I’ve even seen it in myself sometimes. I think anyone who rides any time, any distance, has seen that there’s a natural tendency to fixate on a target. And where you look is where you’re going to go. And if you look for the side of the road you’re going to go to the side of the road. And if you look for the chuck hole, you’re going to go into the chuck hole.

“I think a lot of people, too, just never learned how to counter-steer. It’s counter-intuitive to what you think. You describe it to someone who has never ridden a motorcycle or a bicycle and they think that you’re nuts. It’s like, no, that’s really how you steer.”

Do many of the people on dealer rides tend to be new riders looking for someone to ride with?
“I’ve been on rides with a number of dealerships and it varies by chapter. I’d say of the rides I’ve been on there have been a lot of new riders. But I’ve been on other rides where you’ve got a lot of experienced riders. It is so nice to ride with experienced riders who know what they’re doing. They know the signals, they know how to stagger, they know single-file when you’re on a twisty mountain road. It’s automatic. I think it’s intimidating for a new rider to come into a group and everything is unfamiliar. That’s one of the things I think, anytime you’re riding with a group, the Ride Captain and the leaders and the sweeps all should go over who’s new, ride your own ride, go over all the signals, do you have any questions, do you have any concerns, things of that nature, before you ever step over the bike and fire it up and go. I think that helps a lot and if there’s a new rider, people are watching out for him. If someone doesn’t raise their hand and say ‘I’m new and I’ve never done this before and I don’t know quite what to do,’ people are making assumptions that you’ve ridden before.

“I think six to eight is the ideal size for a group. When it gets beyond eight the leader can’t see all the way to the back. Even if you’re on radios with the sweep at the end you can’t see everything that’s going on.

Ride your own ride
“I tell people all the time, if something happens that you feel you need to pull over, pull over. Don’t think, ‘Oh I’ve got to stay with the group.’ If you’re running out of gas, if you hit something, if the bike’s not operating right, something of that nature, don’t be pressured by the group to continue the ride.

“I’ve ridden on rides where we want to try to keep it a reasonable space as far as distance, but not excessive, and if you start pushing it too excessive you know exactly what’s going to happen: cars are going to pull in, and the next thing you know your one group is now two groups or three groups, and you’ve got a mess. Trying to keep it tight . . . with experienced riders, not a problem. With new riders, they’re still uncertain of their capabilities, they’re uncertain what they can do as far as handling the bike and stopping the bike, and it may be intimidating to ride in a relatively tight formation, even though it’s staggered. And so they start leaving some space. I’ve talked to some of them and said, ‘You know, if you can, tighten it up. I understand if you’re not feeling comfortable with it, but if you can tighten it up that will help to make sure that cars don’t try to split us up.’ Again, having a group that is a small group instead of a large group so the cars can feel comfortable getting around the group is a big thing. Like I said, six to eight bikes is probably ideal as far as size. If you are not comfortable in the situation that you’re in, regardless if it’s a big group or a small group, they’re going too fast, they’re going too slow, whatever, if you’re not comfortable, pull out and do your own thing. But if you’re part of the group, be part of the group.

“I have ridden with a number of chapters and they all have varying levels of discipline. One of the reasons I ride more frequently with the chapter that I do is because they are very disciplined. When we want to ride we want to ride safe. We don’t want an accident. We want people to feel comfortable on the ride. We want it to be an enjoyable experience for everyone. And these are the rules so we can accomplish that. I’ve been on rides where everybody’s clustered around waiting for the ride to start and the leader comes out and says, ‘Well, everybody ready to go?’, jumps on his bike, and takes off. And it’s like, nobody else has started up their bike, maybe they’re adjusting their helmet or something of that nature, and now all of a sudden everyone is scrambling to try to catch the leader just to go on the ride. I’ve been on rides, too, where the leader has been oblivious of the group and he’s doing 80-plus miles an hour and the group is just a mile behind him because, it’s like, you shouldn’t be going that fast. Not on the road and the conditions we were on.

No bar hopping
“I’m not a bar hopper. I enjoy a drink after the ride as much as anyone. But I’ve ridden only once with groups that I find out have got to have six beers in three miles. I’m like hold it! Time out! No, no, no, no. This is not what I want to do. I realize there are people like that out there and that’s what they do but I don’t want any part of that. I want to ride safe.

“We were riding over to Grand Junction and I-70 was shut down at the tunnels, shut down in both directions. And they were sending all the traffic over Loveland Pass. This was early September, it was one of those freak weather things where there had been a little bit of snow at night and because it was still early September it had been warm and the snow had melted when it hit the road and it froze. And Loveland Pass was glare ice all the way up to the top and all the way down to the bottom. We had six of us who went up and down that pass and nobody lost it. I mean, there were a few close calls but nobody lost it. But we were doing 10 and 15 miles an hour trying to get up and down that pass. If somebody had gone down, or if we had not been able to control the bikes I think we would have called the ride immediately and said this isn’t worth it. But we had experienced riders, we had people who knew how to handle their bikes. Everybody was conscious that, we’re on ice guys. Watch it! We’re going into a hairpin turn you’d better be darn sure that you’ve got control of that bike. That was one of the best group rides I have ever been on. We put on 650 miles that day but it started out early in the morning and on Loveland Pass, glare ice. Don’t want to repeat that one again any time soon.”

Biker Quote for Today

Life is about moments. Don’t wait for them, create them.