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Rain is a four Letter Word

“Rain” is a four-letter Word

by Robert Vaughan

One word that can raise the hackles on the neck of any rider is “rain.” Though no one goes out riding just because it’s raining, you do get stuck in the rain at times. What can you do to improve your riding in the rain?

The first things you can do are done well ahead of the first few drops of rain. Much as you hate to think about it, selecting and purchasing a rainsuit is something that must be done. A rainsuit should serve two purposes. First, it should keep you dry. Second, and equally important, it should increase your visibility. When your evasive maneuverability is reduced by lack of traction, you want to be sure other drivers see you.

Maintaining all your lights also helps you to be seen in the rain. Of course, you keep your lights clean, but have you checked all your lights lately to see if any have burned out? Do you carry any spares with you? Next time you take your bike in for service, why not restock any spare bulbs you might be missing? You should stock spare fuses as well.

The other important part that needs maintaining ahead of time is your tires. Have you looked at them lately? If any of the wear bands are showing, it’s time to replace the tire. One of the major causes of hydroplaning is worn tires. It’s too late to check them after the rain starts falling. The sole purpose of the tread design on a tire is to carry off the water, but it can’t do its job if you don’t allow it enough tread depth to work with.

Hydroplaning occurs when the tires are not in full contact with the road. They ride on a thin layer of water, and sometimes oil, on the road. Hydroplaning occurs frequently in light mist or drizzle. Proper tread depth and tire pressures, slowing down, and riding in the tracks of other vehicles all help reduce the chance of hydroplaning. The cessation of a slushing sound, or any decrease in steering or braking may indicate hydroplaning. If this happens, slow down without braking and avoid any sudden moves.

Plan alternate routes in case of rain. Scenic, twisty asphalt roads are a lot of fun when it’s dry. When the rain starts to pour, the scenery turns gray, the turns aren’t nearly as much fun, and the asphalt doesn’t provide the traction you really need. It’s time to look for an alternate route along a duller, but straighter, concrete road.

Once it starts raining, there are still things you can do to increase your safety, if not your comfort. Pull off the road as soon as you find a place to get out of the rain. This gives you a dry place to put on your high-visibility rainsuit, and more important, it puts you off the road during the most dangerous first fifteen minutes of rain. When the water first enters the pores of the road, it forces up the oil that has been collecting there. A few more minutes of rain will wash this oil off the road.

Though the main danger of rain is hydroplaning, increasing your following distance, taking curves more slowly, and increasing your scanning distance all help your rain riding.

Riding in the rain may never be pleasant, but it can be safer.

The Invisible Man

by Jackie Vaughan

The sun was balancing gently on the horizon as I packed up my gear after a long day of amusing the fish with my clumsy efforts. I was stowing the tackle box in the back of the truck when the sun abruptly winked out behind a large bank of very dark clouds.

The sun lost its battle with the clouds and sank below the horizon, leaving the heavily tree-lined road in a darkness that blended into the blacktop. Storm winds set the tops of the pine trees swaying, bringing down flurries of slippery pine needles and occasional pine cones. The first drops of rain were huge, splatting on the windshield and causing the pine needles to stick to it. The wipers only smeared them. All I could do was turn the wipers on high and hope the rain would wash the needles off.

Obligingly, the rain became a full-force pressure wash. The needles disappeared, but so did everything else. I crept along, the headlights’ beam absorbed by the darkness. A sudden movement caused by a falling branch reminded me there might well be deer, rabbits, or other animals on the side of the road, ready to cross without warning. I leaned as close to the windshield as I could get, eyes straining to see ahead and to the sides at the same time. I knew it wasn’t safe to stop because there was no place to pull over.

I thought I saw the red eye glow of an animal. Looking ahead, I saw it flickering between the swipes of the wipers. I immediately hit the brakes, glad for the anti-lock option I’d chosen. I juddered to a halt about ten feet from the animal, which hadn’t moved. I turned off my lights briefly so it would move on, but it remained.

I finally crept closer. As my headlights cut through the watery darkness, I saw it wasn’t an animal, but a black motorcycle stopped in the middle of the road. The rider was making futile swipes at his face shield, succeeding only in creating greater smears. His black leather jacket and pants were no match for the rain, and he was soaked from the top of his black helmet to the soles of his black boots. He finally pushed the face shield up, started the bike, and continued his miserable trek.

In a very short moment, he became the Invisible Man. Although the weather and the terrain helped to hide him, he had become invisible long before he ever slung a leg over his bike. He had done it by unknowing choice, by following tradition.

When he bought his motorcycle, he took that first sometimes fatal step. He chose the most popular color for a bike—black. Black is the traditional color for everything motorcycle that’s not chrome. Black helmet, jacket, pants, boots, gloves, all to match the black motorcycle. Black can also be the color of death and mourning.

Black, far from being the friendly identifying color of the motorcycle community, is a rider’s major enemy. The majority of the time, especially when contrast is poor, such as dawn, dusk, dappled shade, or darkness, black disappears into the environment. Dress a rider in black from head to toe, put him on a black bike, especially one with a small, low taillight, and he’s the Invisible Man. He cannot be seen until the very last moment, and that’s sometimes too late.

The typical car driver is not motorcycle-aware, and a bike suddenly appearing seemingly out of nowhere may slow the driver’s reaction time or cause him to make the wrong decision. When there’s an collision of this type, is it the driver’s fault, or the rider’s? Both were culpable, but it is the rider who must bear more of the blame. He made himself nearly impossible to see, and it worked. He chose to be the Invisible Man.

Could he have become the Visible Man instead and avoided the price he paid? Yes, and all it would have taken was the right choices beginning when he bought his motorcycle.

His biggest mistake was to follow motorcycle tradition in making everything about him and his bike, except for the fancy bits of chrome, black. He should have heeded the old saw, “Bright is right.” A light- or bright-colored motorcycle should have been the first item on his list.

His next choice should have been a full-face white helmet with highly-reflective material all around it. No color matches or fancy graphics, just plain white. The first thing a motorist sees, or fails to see, is the rider’s helmet, because it’s the highest part visible. Next seen is the upper body, then the lower body and the motorcycle. By that time, the driver is too close for comfort.

While the bike and rider don’t have to look like a circus wagon, bright clothing and reflective material, especially on the upper body, are a must. A rider wanting the black leather look can wear a reflective orange vest while on the bike and tuck it into a saddlebag or tank bag when he arrives.

Adding extra lights on the back and sides of the bike creates greater visibility, too. Seeing a black-dressed rider on a black bike from the side is almost impossible. There’s virtually no contrast. Add a few lights and the riders’ bright clothing, and the bike suddenly appears.

Our miserable Invisible Man? He made it home that night because I followed at a safe distance behind him until he pulled into his driveway. He might not be so lucky next time.

Indian Motorcycle Fan

Bob Stark is a fan of Indian Motorcycle.

The Press-Enterprise-By ERICA SHEN

The 75-year-old boasts one of the country's largest collections of bikes from the company that made America's first motorcycles.

Stark has 50 Indians, all in working condition, polished and lined up at his shop in Gavilan Hills, a community west of Perris in Riverside County. His collection includes everything from police bikes to World War II-era motorcycles used by the military.

"It's the freedom that comes with riding motorcycles," Stark said. "I love that freedom."

Indian Motorcycle started in 1901, and its annual production went from three to 41,000 in the first five years, according to the company's Web site. In 1907, the New York Police Department selected Indians for its first motorcycle police unit.

Stark's father became an Indian dealer in 1918 in Akron, Ohio. Stark still operates a parts catalog for his customers around the world. "A shop where old Indians never die" is the motto of his business, Starklite Cycle.

Special to The Press-Enterprise

Bob Stark, 75, of Gavilan Hills, stands next to his first Indian Motorcycle. He boasts one of the largest collections of Indian cycles in the country. Stark and other car and motorcycle enthusiasts will be at the 10th annual Rods and Rails Classic Car Show on Saturday in Perris.

Stark's favorite among his collection is a 1948 Indian Chief, which he said would have been his first motorcycle if it wasn't for fate.

He first laid eyes on the bike at a dealership selling it for $450. Stark sold his model airplanes and worked extra jobs to save up for it. But when he finally had the money, the bike was sold.

A year later, Stark saw an advertisement in the newspaper featuring a 1948 Indian. When he went to see the motorcycle, he found out that it was the one he had wanted. Stark bought the bike immediately and has never parted with it since.

"It's going to be my motorcycle for a lifetime," he said.

Stark and some of his motorcycles will be at the 10th-annual Rods and Rails car and motorcycle show Saturday in Perris.

The event will feature music, food and about 100 classic cars. It will also be a celebration of the city's potato festival.

"It's a family event where people can see living history," said Mark Yarbrough, Perris Mayor Pro-Tem.

Stark said it's great to see how parts from his shop have held up in old Indians manufactured decades ago at shows like Rods and Rails. He also looks forward to sharing the motorcycles with local youngsters.

"It's mostly the enjoyment of seeing the little ones learn about these motorcycles," he said.

Reach Erica Shen at 951-763-3466 or eshen@PE.com

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Motorcycle Cop

A Day in the Life of a Motorcycle Cop
by Stu Seaton

We've all seen them, either riding in formation, escorting traffic through an intersection or laying in wait with a radar gun.

I've often wondered what their job was all about, is it all sun screen and boot polish, or is it something else? Now I can finally tell you, straight up, that it is something else and that, no, it's not an easy job.

In April I asked Ontario Provincial Police Staff Sergeant Brad Schlorff, who's responsible for the Motorcycle and Marine Division, if it was possible to get an inside view of the workings of the O.P.P. Motorcycle Patrol. "Come on up and have a look around" was the cheery reply, so late in June, on a +35C day, I jumped on the Beemer and headed to Orillia, home town to Stephen Leacock, a monster casino and the Ontario Provincial Police Headquarters.

Brad and Sergeant Scott Lawson met Glenn Roberts and I in the much appreciated air conditioning of the ultra modern building and we immediately set off on a whirlwind tour. The first stop was the O.P.P. roll of honour, a large bronze plaque that bears the names of the ninety-nine Officers killed in the line of duty. An interesting point here is that many of the names were from the Motorcycle Patrol. Obviously in the early years, being on two wheels was a very dangerous time. I stood there looking at this massive bronze statement and couldn't help but get a chill up my spine. These were real people, just like you and me; they had families, wives, sons and daughters, expectations, hopes, home fires a' burning and all that comes with it. Reviewing the names gave me a sense of reverence for the people that made the ultimate sacrifice for the people of Ontario. Even more eerie is the empty spaces yet to be filled. May they remain empty for a long, long time.

The next stop was the museum which is a neat place of interest for anyone. Here Brad and Scott highlighted the two-wheeled sections of history which played a major role right from the beginnings of the force. Proudly mounted and restored to original condition by the late Chief Super-intendent Bert McKie, was a 1931 Henderson four-cylinder motorcycle, which is considered the oldest known O.P.P. vehicle, that's right, the oldest known vehicle has two wheels, not four. Here's another interesting point. Back in the old days the force didn't supply a motorcycle; the individual Officer supplied his own and in this case the bike was originally bought by Constable John Hinchliffe, Badge #392 from good ol' McBride's in Toronto. Now there's a dealer with some history.

At the beginning of WWII the Motorcycle Patrol was phased out until 1949 when it was re-introduced. The Force began the work of standardization and the collection of Indians, Hendersons, Ariels and others eventually became replaced with 'Force owned' Harley-Davidsons and that raised the question, "Why Harleys"? Somewhere I had to get that one answered.

We finally wound our way through the impressive museum, past the '77 Hog in the front lobby, which believe it or not, didn't have an oil stain under it, through the cafeteria (affectionately called 'The Steakout') and out to the covered garage. This was where we were introduced to the 'training fleet'. Twenty not so spit and polished H-D's sat in rows. "These are the bikes we train on," said Brad, "every Officer who wishes to partake in the Motorcycle Patrol program, if they've got the required five years of service duty can apply". I looked at the fleet and yes, there were a few bruises to be seen, obviously the 'training program' meant more than just looking good. Scott was going through what the program entailed, which in short terms was bringing out everything that the rider was capable of doing, notice I said 'rider'. As Scott says: "the machine is the boss, you may think it will do what you want, but in the end, geometry, mass, acceleration, deceleration and all those good laws of science come to play, we teach the rider how to take the machine to the limit... safely." Looking at the dings and scrapes I couldn't help but wonder what the stories are behind them. The training program is three weeks of intensive riding, slow manoeuvres, sand, mud, high speed, precision, curbs, on-ramps, gravel, rain, snow, tight quarters. You name it; they do it and if they don't get it right the first time they do it again and again until it is right and the rider is confident.

I asked Scott if anyone ever washes out of the program. "Yes they do," says Scott, "sometimes an Officer will come into the program and after the first couple of days will say that it's just not their cup of tea and so be it, but usually after the first few days, the new candidates are really into it, even long time riders will come away with tons of new knowledge and techniques". The Orillia O.P.P. Headquarters also trains members from other forces across Canada.

Just about that time a white truck and trailer pulls in, Brad waves the driver over, "This is Sterling", says Brad, "He one of two mechanics that keep this fleet running, he can pretty much fix anything Harley has to offer." I shake hands with Sterling who appears kind of sheepish about the "fix anything" comment, "well, I keep the old fleet running, another fellow takes care of the new stuff." He gazes over the fleet like he knows every nut and bolt personally, and probably does. "When we go on a long run I'll accompany the ride, anything that breaks I can usually repair it on site, if not, there's a good Harley-Davidson dealer network available if I don't have what I need on hand and yes, during the training session I'm kept pretty busy." Sterling gazes over his fleet and wonders what the next repair will be. Let's see, twenty new riders, pushing all their talents to the limit, yup, Sterling would be busy.

From there we wander into the repair shop that's first class by any measure; cars, trucks, vans being set up, repaired and being decommissioned all on a floor that would make any mechanic envious. Along one wall sits the motorcycle bays that have new machines fresh in from Milwaukee and others in for repair or set up. Brad points out the American difference of red and blue front facing lights along with various bits of stock signage like "Sheriff". I look at the blue flashing lights and agree that it could be a tad confusing. "Is it a Cop or a snowplow?" All of the American standards get reconfigured to Ontario requirements on site.

Sterling takes us through several 'works in progress', H.D.'s in various states of teardown and reassembly. While Glenn has Sterling's ear about some H-D 'how to' stuff I ask Brad, "How many machines do the O.P.P. have on the road?" "At any given time, minus the training fleet, we have around seventy machines with fifty five on the road. Some machines stay on the road year-round, like at the Downsview Detachment in the heart of the GTA, if it's a fine riding day it will most likely be in use." No rest for the wicked I thought; I also did a quick calculation on the fleet costs, which round out pretty close to two million bucks in H-D iron - impressive. By this time Sterling was back into the wrenches, Brad had to head out to another meeting and Scott Lawson was about to take us out to the testing grounds. Now the little guy that sits on my shoulder was screaming "Why Harleys? Why?" I told him to put a sock in it and be patient, my answer wasn't far off.

Glenn and I left the hallowed air conditioning and cut our way through the humidity to our respective Beemers, Scott was ready and waiting in the parking lot. You gotta admit, he was one impressive looking combination. White Harley, blue and gold accents, chrome just so, all topped off with a spit and polished rider. I felt positively rumpled in comparison.

A few minutes down the road is a large asphalt lot that's closed to traffic and used by the O.P.P. for various vehicle-training sessions. We park our bikes and get down to the every day "who, what, where and how" questions of motorcycle patrol. The first question out of me was, well, you guessed it, "Why Harley-Davidsons?" Scott had some pretty darned good answers and then he backed it all up with actually showing us why.

"The first thing you must realize with motorcycle Police patrol is that speed isn't the main concern, manoeuvrability is the key. Unless there is some extraordinary situation we would simply not engage in a high speed chase on a motorcycle, it's just way to risky for the rider and for the public, besides I've got a device on my bike that's much faster than any machine, it's called a radio and if I use it right whoever I need stopped will most likely be stopped by an Officer in a car. Where the Motorcycle Patrol shines is when we have to get through backed up traffic to an accident scene, or wiggle through tight spaces in order to get traffic moving again. Speed is simply not an issue. I need a machine that will take enormous abuse, be quick enough, able to handle just about any terrain out there, be bright enough to be seen, small enough not to be and allow the Officer to do get the job of policing done safely." Scott then showed us why Harley-Davidson.

Now before I tell you what Scott did to prove a point I have to confess some biases. I like the looks of H-D's, but that's pretty much it. I've ridden them, my best buddy owns one and I don't poke too much fun at him, I'm completely at ease with the 'Harley crowd' but in light of all the technology out there I couldn't help but wonder why so many people buy the damn things and why we would use them for the patrol role.

Scott fired up the white Hog, did a little warm up, then scraped the frame around me at about three kilometres an hour. Bars hard over, chug, chug, floorboards hard on the pavement and all the while carrying on a conversation. If I tried that on my bike I'd be laying on the ground wondering how much that mirror was really going to cost. I'm sure he knew that by this time I was doing some serious repenting to both the Harley and the Davidson clans. Then to add insult to injury he said "Watch this..." his bike was in fourth gear, stopped, idling. The hog happily chugged ahead with no added throttle at just a little over a walking pace. I guess cable operated clutches do have some merit. Hey, he sold me okay? Honest, I'm a big guy, I'll admit that I'm not always right and when I'm wrong I'll fess up. From where I stand, Harley-Davidson motorcycles are the best motorcycle for Police patrol. So there, I said it.

I asked Scott what a typical day in the O.P.P. Motorcycle Patrol was like. "Well, it could be just about anything, traffic, escort duty, assisting other Officers, general policing, every day it's a different flavour, our day to day job is full shifts on two wheels." That's where you start to get a picture of what the job is all about and where the inherent dangers lay. As a Police Officer first and foremost, your duty is to serve and protect. That in itself takes a special breed. Now, take away the crumple zone of a police car, throw in sun, heat, cold, wind, rain, gravel, blind Buicks, fearless Fords and crazy Chryslers and you start to get a picture of the daily grind. It's a full time job just to avoid the physical threats of being on two wheels let alone your primary duties and then comes the other part of the job.

When you're in a car you are surrounded by steel and glass, you're not really approachable to the general public. Once you're out of the car and sitting on a motorcycle guess what happens? You are now very approachable. People come up and ask questions from A to Z, kids want to see the bike, heck even I've yakked with motorcycle cops. So to put it in perspective, picture yourself in this position... You're a motorcycle cop in a congested area, you've just been thoroughly ragged out by some A-type personality in a routine traffic stop, where you've politely listened to the reasons why he should be allowed to talk on his cell, travel at 40 over, not signal, take three kilometres to notice flashing red lights behind him and somehow try to turn it all into your fault. You issue a summons, shake your head and then head off. Five minutes later you're parked and surrounded by three kids and Mom who want to see the shiny bike and the nice Police Officer. Mr. "A-type" better disappear real fast or those kids could be sorely disappointed with the image you portray. Multiply this scenario a few hundred times and you can see that it takes a special kind of person to do the "job".

The O.P.P. Motorcycle Patrol goes out of their way to find that kind of person because they know how important it is to have Officers talking to the public, it's a two way street of respect. These Officers are there to protect us, they are there to make our highways and byways a safer place, they uphold the law that is the cornerstone of our society and it's not always sunscreen and boot polish.

I asked Scott if the Motorcycle Patrol had women in the ranks, "Sure do," said Scott, "Great riders, we even have some that are in the Golden Helmets, which is the precision riding team of the O.P.P."

Glenn was busy behind the camera lens and Scott asked if he wanted to try some of the manoeuvres, Glenn, never being one to turn down a challenge, glued himself to the seat in a heart beat. After some instruction and warm up Glenn wound the Hog through the serpentine course and did pretty good too. Scott was able to pick out why some of the corners weren't quite right and suggested some changes in Glenn's riding position. I looked at what was happening here and I wanted to learn more. I've been riding since '72 but I honestly can say that I can't do what Scott just did, at least on the machine I ride. So with some arm-twisting I suggested that when the spring training session begins I wouldn't mind seeing first hand what goes on. Who knows, my respect for Harley-Davidson just went up by leaps and bounds and after being shown how to do it right I might even buy one of them. Jeeze did I just say that? I'll let you know what happens and promise that if I fall over during the session I will publish the pictures so that everybody can get a good laugh, well, except for Sterling.

The next time you see a Motorcycle Patrol Officer pulled over, go up and say hi, tell him or her that you appreciate what they do out there, I know that will make a tough job a little easier.

Thanks to Brad, Scott and Sterling, hope to see you in the spring. MMM

Ride safe! -Stu

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Oxymoron

The Greatest Oxymoron Of All
"I laid down my bike to avoid a crash"

By: James R. Davis

I had to take a plane from Houston to New York City today and while I was waiting for my flight to depart I struck up a conversation with another passenger who happened to be interested in motorcycles.

The man confessed to having had three motorcycle accidents in the past - though "I almost avoided one of them", he said. "I dumped my bike in what turned out to be an unsuccessful attempt to avoid hitting a truck."

That sounded like three crashes to me, no matter how you slice it.

With the sole exception of electing to do a 'low-side' rather than allow a 'high-side' to occur (that is, AFTER you have inadvertantly locked your rear wheel and cannot keep up with correcting the slide), I can think of no good reason to cause an accident in order to avoid an accident. I mean, if a CRASH is virtually certain to happen then it seems to me that one should do everything possible to minimize the severity of that event rather than abandoning the effort and settling for a different form of crash.

This man told me that he and his wife hit the ground at 45 MPH about 1 second before they 'T-boned' the pickup truck that had stopped in the intersection ahead of them. He was convinced that the road rash and a couple of 'minor broken bones' they got from the impact with the street was far less than what would have happened to them had they hit the truck first. (I'm convinced the man didn't have a clue.)

That makes no sense to me at all! If they had been able to stay on their brakes for a full second before impact they could have, at a stopping rate of 1 g (32.1 ft/sec^2), scrubbed off almost 22 MPH before the impact. In other words, they would have hit the car moving at a speed of about 23 MPH instead of hitting the street at 45 MPH.

When I asked him HOW he dumped his bike his answer sounded a little less than likely: "I stood on the rear brake and slid the tire out from under me." While I don't doubt that this is exactly what happened, I do doubt that it was deliberate - and, more to the point, I think that action was as far from reasonable as it was less than deliberate.

One more time: Locking your rear wheel is an invitation to high-sidehigh-side your bike - it NEVER makes sense to aggressively use your rear brake - NEVER!

Dumping a bike is a CRASH. Staying on your brakes until you actually impact something will reduce your speed at the point of impact far more than will sliding on the pavement before you hit an object - and there is no pain or damage done to you or the bike until you do impact. Finally, it should be clear that hitting something at 23 MPH is more survivable than hitting the asphalt at 45 MPH before you then hit that something at a speed still greater than 23 MPH.

Tattoo

Story and photos by Scott MacQuarrie

Even the word itself seems to have power. Love them or hate them, have one or never considered one, most people have an opinion. Even the source of the word has controversy. It's either from the Polynesian word "tatao", which means "To Tap" or the Tahitian word "tatu", meaning, "To mark something". Despite strong opinions, no one knows for sure. Despite that, let's try to remove some of the mystery about tattoos.

Tattoos appear to be as old as mankind itself, with references to the marking of people stretching from the ancient Egyptians to modern times and through every culture. Like music, tattooing seems to be an inherently human trait. Sometimes accepted, sometimes antisocial, tattoos have followed us through the centuries. As we move into the 21st century, this most ancient of art forms is becoming accepted in mainstream society again.

A tattoo is, basically, the forcing of ink underneath the upper skin layers in artistic patterns, which requires puncturing the skin with some kind of needle like device. The punctures do not fully penetrate the skin, but force the ink into a middle skin layer, called the dermal layer, where it remains permanently. The ink particles are small enough that the body's immune system does not remove them, yet large enough that the body cannot dissolve and absorb them. As well, the ink is also deep enough that it's not removed with the continuous growth of new skin. It is a quirk of human physiology that we actually have a place in our skin, where ink can be inserted in such a way that it remains in the body, yet is still visible.

Ink was originally ash mixed with oil or water, or sometimes a similar ink as used for writing or drawing. Modern tattoo inks are now specifically designed for their role by using an optimum particle size to resist breaking down from the ravages of time or sunlight. Earlier inks would show signs of wear within several years, while modern inks endure for decades.

Different tools are used for tattooing, with traditional forms being hand-operated and using either a needle or chisel to penetrate the skin. Some areas in Asia use a small hammer and a rake-like device, where the rake has small needles of bamboo or steel and is tapped with the hammer. In Japan, the traditional form uses a bamboo stick, with several small needles in the end. One hand against the skin guides the stick while it is pushed into the skin. These are very slow procedures and require incredible skill to create meaningful designs.

In 1876, Thomas Edison (yes, the Thomas Edison) patented a tattooing device for engraving hard surfaces. In 1891, Samuel O'Reilly modified this design to include a tube assembly for delivering the ink and the modern tattoo gun was born. It uses a small electric motor to move needles about a millimetre in and out of the tube assembly, at 500 to 3000 times per second, with a small foot pedal controlling the speed. This design has been used, almost unchanged, since its invention and can be seen in use in any modern tattoo parlour. Its simplicity, durability, and ease of maintenance have removed the need for any "new and improved" versions. The speed and accuracy of the modern tattoo gun, in trained hands, allows the creation of complex works of art in significantly less time than any other method available.

In the past, tattooing was an illicit activity practiced in obscurity, with the tattooists and clients often shunned. Unfortunately, this also meant limited hygiene considerations and increased risk of infection. Modern health considerations, and diseases such as AIDS, have caused modern practitioners to be as cautious as any medical staff. A tattooist now uses gloves, and often a mask, with small disposable plastic ink containers. The removable parts of the tattoo gun are sanitized in an autoclave, just like any medical facility. Needles are new every time and most areas require a health inspection before being allowed to operate.

Although there are small, pre-drawn tattoos, called 'flash available; many customers are turning to tattoo artists for custom work. Kathy Body of Life Itself Tattoos (www.lifeitself.ca) in Barrie, Ontario, is an award winning tattoo artist who does custom tattoo work for customers from all over North America. An accomplished artist, with a fine arts background, she became involved with tattoos by accident, but she hasn't looked back since.

Body says that she no longer has either a typical customer or a typical tattoo, with customers arriving from all walks life and many different cultures. Some have very detailed ideas for their tattoo while others arrive with only the reason they want one. The only clients she doesn't like are 'fashion statements', who simply want a tattoo to show off without caring about its meaning. Her desire to work on tattoos with meaning has led her to do only custom work now. She has flash and artwork on her walls simply to provide ideas to clients and as examples of her work.

With custom work, there is significant effort before the tattoo gun comes near the client. The relationship between the artist and the client is not passive, with significant discussion required before an idea can be put down on paper, and then skin. Most artists have large scrapbooks of their previous work, which should be reviewed to get an understanding of their ability and for ideas. Body recommends seeking personal recommendations for a tattoo artist, as well as walking from any shop that makes them feel uncomfortable.

One of the important decisions is location. Just about every part of the body can be tattooed, so the choices are wide. Most tattoo artists will not do work on the hands, face, neck, or private parts, but everywhere else is available. As Body says, "Those kinds of body parts are interesting enough as it is".

Many clients decide on a location that can be concealed by clothing, which allows one to show or hide a tattoo as desired. Although tattoos are more accepted, they are often inappropriate for most office environments. Location can also affect the design and size of the tattoo, since skin moves and the surface is not flat.

There is also a pain element involved in selecting the location, as the body has different sensitivity in different areas. Some areas will feel no worse than scratching the skin, while others may have significant intensity.

The conversation between the artist and the client to determine design, location, and size is more important than the tattooing itself. It requires experience and an artistic eye to guide a client through the process, which is another reason for care in the selection of an artist.

Once the discussions are complete, the artist will draw the design on paper. After the approval of the rough design, which can take quite some time, the artist will create an ink version on paper. This looks like a stencilled outline, and is used for exactly that purpose. Custom work is billed at an agreed upon hourly rate for the tattooing time itself and will not proceed until the design is approved. A good tattooist should be able to provide a reasonably accurate estimate, of both time and cost, before beginning the actual tattoo.

The first stage of actual tattooing is drawing the outline. This is usually black ink only and should be done in one sitting. For a large tattoo, the entire sitting may be several hours, but more than four hours is not recommended. Some people have endured a six-hour sitting, but it's rarely described as enjoyable. After the outline, both detail and colour is added until the tattoo is complete. A large or complex tattoo can take up to 20 to 30 hours, so there is a serious commitment involved.

After a sitting, a tattoo should be covered with antibiotic cream and a bandage. Antibiotic first-aid cream is used for several days, followed by moisturizing cream for about a week, which is the length of the healing process. Besides avoiding sun and excessive water, the primary concern during the healing is infection from the many thousand little holes that have been poked in the skin. Proper aftercare and advice will prevent any issues here, with most shops providing a pamphlet of information for clients. Most tattooists will insist on at least a two-week gap between sessions.

Once you have a tattoo, and the healing process is complete, the skin will have sealed itself in the same manner as before the tattoo. Tattooed skin is the same as untattooed skin, except that different colours are usually more sensitive to sunlight, which can damage the ink and age the tattoo. Trust me about SPF 45 sunscreen.

Although there are some tattoo removal processes, they are painful, expensive, and slow. You should consider a tattoo a permanent decision and treat it with the consideration it deserves.

There are as many reasons for getting a tattoo as there are tattoos, as the tattoo appears to be wired into the human psyche. If you don't have a tattoo, you should respect the deeply personal nature of them. If you have one or are considering one, take the time to select the artist and design carefully, as tattoos are more than skin deep and each one has a story to tell. Make sure yours says everything you need it to say. MMM

Rebel For A Day

Rebel for a Day
by Misti Hurst

Misti Hurst, motorcycle racer and an instructor with the California Superbike School gets a different view of riding. Misti tells us of her thoughts from the seat of a chopper.

"You've got to respect the power that these things have," said Rainer Stepputat, owner of Vancouver Coast Chopper Tours, as we stood staring at his gorgeous fleet. It was a beautiful morning in March, sun shining down and spreading sparkling diamonds on the chrome and candy paint of his five Ultra California Choppers. Each one has a 113ci (110 hp) S&S engine, a 250-rear tire and a custom paint job, and are, as his flyer explains "full blown machines!"

Started in July of 2005, Vancouver Coast Chopper Tours Inc. (www.vancouvercoastchopper.com) offers guided tours in BC to Whistler, Victoria, Harrison Hot Springs, Gulf and Salt Spring Islands, downtown Vancouver, as well as night rides. Customized tours or special events can be handled by request. Show up with a motorcycle license, at least one-year experience with a heavy bike, and off you go, riding your very own $40,000+ custom machine for a day.

So there I was, standing in Rainer's driveway in a lovely suburban neighbourhood of Pitt Meadows, BC, getting ready to mount one of his stunning bikes and start our excursion. Looking around the area, it seemed strange to have 5 meticulously designed, painted, and polished choppers parked in front of a beautiful two-storey home on a quiet residential street. Rainer's two and a half year old son maneuvered his tricycle in between the bikes, us and out onto the street, then back through the yard. I looked through my own pile of riding gear and the helmets that they provide for the tours, trying to decide what to wear. I wanted to look the part, and yet suddenly there didn't seem to be a "part" at all.

My own stereotypical views of the chopper world was that riders of such machines were always big, burly, mean looking men, with facial hair, tattoos and black leather jackets. They are rebellious lawbreakers who are unwelcoming of 'other kinds of riders', especially those 'sport-bike yahoos'. And yet, here was clean shaven Rainer, a father of five, wearing shiny blue sneakers, jeans and a dark blue Vancouver Coast Chopper Tours hoodie. He is unassuming, humble and looking inquisitively at me as I tell him about my silly and ignorant views of this totally new-to-me chopper scene. He tilts his head to one side and simply says "really?"

The other two riders with us, my partner Paul and Rainer's friend Randy, are anxious to get going. I opted for a beanie helmet instead of my full face, and a leather jacket over top of my own hoodie. Rainer and Randy both scoffed at Paul and I for wearing jackets on such a fine sunny day. As I stood in front of one of the bikes, I had to admit, I was a little intimidated at first. Looking at it, all nine feet of it, with the super fat tire and long reach to the handlebars, was really unusual for someone like me, who at 5'2" is used to climbing aboard nimble little sportbikes. I sat down on one, stretched my arms out, and couldn't reach the handlebars. The guys laughed. "Try that one," said Rainer, pointing to an amazing looking silver one with a purple flame paint scheme. That time I reached.

Before we took off he went over a few little points, "use mostly the rear brake, slow down for corners as the bikes don't lean like sportbikes and they don't have much ground clearance, and respect the machine. For a 640lb bike it's got a lot of ponies behind it, approximately 110 horsepower. These bikes get up and go."

Starting them up in the driveway produced a thunderous roar that got louder and louder, and as I looked around at the quiet and serene community, I wondered what the neighbours must think. As we started out through the residential area enroute to Harrison Hot Springs I felt rebellious all of a sudden, like I was cool and a bit mean. A "look at me" attitude descended upon me from out of nowhere. As we rumbled down the side streets we set off three car alarms and I giggled to myself and felt even meaner. At the first intersection I ran wide and almost rode onto the gravel shoulder as I tried to get used to steering a nine-foot long motorcycle, and then I nearly rear-ended Paul, as I didn't really allow for the extended length of the front fork. I was a bit uncomfortable at first, nervous and uncertain as I had no real idea of what to expect in terms of handling and performance from such a bike, and because it was such an unusual seating position for me.

As we tore down the main street I noticed that people everywhere were looking at us, from the street, from the storefronts, from the other vehicles, people just stopped and stared, further pumping up my "look at me" attitude. Kids leaned out of car windows trying to get a glimpse, then looked a bit stunned when we all waved at them. We were getting more looks on these choppers than I had ever had when riding a sportbike, no matter how trick or unique or racy, there was something even more outstanding about these wacky looking machines, and I liked it.

As we motored along, I marveled at the smoothness of the ride and the overall stability. I felt planted and solid and, despite my notions that it would be like riding a pogo stick, I found it to be quite cushy. Except for a few jarring bumps and an underlying vibration that, after extended periods, made my eyeballs feel a bit jingly and my feet slip off the foot pegs once or twice, the overall ride was very smooth. Rainer was right about the power too, there was a heck of a lot of it and it demanded respect. One tiny twist of the throttle propelled the bike forward at an astonishing speed and the V-twin rumble of the loud pipe was comforting in a strange way, it seemed to envelop me in a little bubble. I found myself riding in my own private world.

The throttle grip however was much wider than I was used to and my little hand tired easily and struggled to be smooth, while the grunt and bite of the burly V-twin motor tried to rip the bars out of my hands on several occasions. The clutch pull was so stiff and hard that after about 15 minutes of stop and start in traffic my left hand refused to listen to my brain and was barely able to pull in the clutch. Not to mention the fact that it was freezing cold, despite the sunshine, and my hands had gone completely numb. I motioned to the guys to pull over and we did a quick left, right, left again and pulled into a Tim Horton's.

At this point in time we all rushed inside to grab coffees and I started to have a sneaking suspicion that both Rainer and Randy were a bit cold wearing only t-shirts and hoodies. "So, you still think wearing a jacket was not necessary?" said Paul with a snicker as we chatted about the bikes and the beautiful day we lucked-out with. We watched dozens of people stop by to stare and take photos of the machines, and even to stoop so far down in order to get a closer look at the details of the chrome and the paint that it appeared as if they were sniffing the bikes. After a casual and leisurely rest stop we strolled out to the bikes and talked to a few of the lookie-loos before heading out on the road again.

Riding a chopper is more about the bike and the look than the actual ride so there was not the usual hurriedness or rush to get back on the road or the feeling of wasting precious riding time. It felt calm, relaxed and peaceful.

As we moved through the rural farmland and past trees, rivers and mountains, the mean and rebellious attitude I had first experienced seemed to melt away and I felt like I was more in nature than riding through it. It was a real Zen-like experience where I could smell the road and the crisp fresh air and almost taste the water in the rivers and feel the sting of the bugs as they bounced off my face. It wasn't muted like it is on a sportbike when you are encased in a full helmet that blocks out most of these smells and sounds and perceived tastes. I melted into the bike as I gazed at the gorgeous landscape and appreciated the ride for the scenery it offered. I noticed things about the route that I would have normally just blasted by. I understood the appeal for the first time of riding such a bike.

I also got really cold, my fingers went completely numb and I started shivering uncontrollably, wishing we were already at our destination. As we got closer to Harrison it got colder and by the time we pulled into the small town I could barely muster enough life out of my hands to pull in the brake, hoping we could stop the bikes at the local pub for some hot grub.

This time we didn't have to be suspicious that Rainer and Randy were cold as they were off their bikes and inside the cozy pub ordering coffees and hot chocolates before I could thaw my frozen fingers enough to unsnap my helmet.

Over lunch (it was now a little after 4pm) I asked Rainer how he got into choppers in the first place. Having ridden a wide variety of bikes all his life, he explained, "Well, I wanted one for myself really badly, you know, I wanted something that looked good and I just ended up getting a smoking deal on one of them. Then I was just looking around and I found a deal on another. I was actually thinking that I might just sell it but the response I got when riding them around was really cool. I was at a gas station one day filling up and CBC or Global news were there filming something else and my buddy bumped me, when I looked over I noticed that they had stopped their interview and they were now filming us. That's when I started wondering if people would rent these things from me to ride. Then I went all out and bought three more choppers, purchased a brand new trailer, got t-shirts and brochures made and just started doing tours. If you don't try it, then you never know, right?"

Exactly, if you don't try it, then you never know, and that's what I was thinking as we sat there over lunch. If I hadn't met Rainer and had the opportunity to ride one of his bikes as part of his extremely unique tour company, then I would never have experienced what it would have been like. Most people may not be able to buy one, or aren't sure if they even want to buy one. It's like a dream vacation, rent a chopper for a minimal cost, try it out and at the end of the day you give it back.

I had a blast; I went home that night, after a terribly frigid ride back from Harrison, with a grin a mile wide and told everyone in sight, "I got to ride a chopper today!" MMM

Misti Hurst is a motorcycle racer, an instructor with the California Superbike School, and a freelance writer. More information about her can be found on her website at www.mistihurst.com

Study finds drivers mostly to blame in European motorcycle accidents

April 23rd, 2009

Drivers are mostly to blame and riders need better skills to avoid accidents, those are the conclusions that could be drawn from a new study into motorcycle accidents recently released in Europe.

Conducted by the Association of European Motorcycle Manufacturers (ACEM) with the support of the European Commission and other partners, an extensive in-depth study of motorcycle and moped accidents was completed during the period 1999-2000 in five sampling areas located in France, Germany, Italy, Netherlands and Spain.

Called Motorcycle Accidents In Depth Study (MAIDS), a total of 921 accidents were investigated in detail, resulting in approximately 2000 variables being coded for each accident. The investigation included a full reconstruction of the accident; vehicles were inspected; witnesses to the accident were interviewed; and, subject to the applicable privacy laws, with the full cooperation and consent of both the injured person and the local authorities, pertinent medical records for the injured riders and passengers were collected.

In other words, incredibly thorough.

Separating mopeds from motorcycles in the results, the accident data collected in this study indicates that the object most frequently struck in an accident was a passenger car. The second most frequently struck object was the roadway itself, either as the result of a single vehicle accident or of an attempt to avoid a collision with an other vehicle.

Not surprisingly, the cause of the majority of motorcycle accidents collected in this study was found to be human error, either from other drivers simply not seeing the rider, road obstructions or the small profile a bike has on the street. While the study found the use of alcohol by riders increased the chances of being in an accident, the numbers weren't as high as previous studies.

Just over 50% of the motorcycle accidents in the subject cities were caused by drivers, with 69% of those resulting from 'perception failure' which can include not seeing the rider, misjudging distances and space on the road. Not surprisingly, drivers who also rode were less likely to have an accident with a bike, only 13% of drivers who also had a motorcycle license were involved in a 'perception problem' with riders.

But sometimes bikers simply have to look in the mirror for the cause of motorcycle accidents with nearly 36% resulting from rider error. In a third of those accidents the rider didn't attempt an avoiding action and another third didn't have time complete any action. Just over 20% lost control of their motorcycles while trying to avoid a collision.

All these statistics point to rider skills and training.

Bearing in mind Europe's strict licensing laws, only 1.4% of bikers were found to be riding without a license. However, lending strength to the scooter stereotype, over 10% of moped riders were found to be on the road without the proper licenses.

Speaking of stereotypes and breaking a modern-day myth, the study states riders between 41 and 55 years of age were found to be under-represented, suggesting that they may have a lower risk of being involved in an accident when compared to other rider age categories.

Europe also has strict and mandatory helmet laws so not surprisingly 98.7% of riders were wearing a helmet at the time of the accident, but the study did find however that 13% of those came off due to being incorrectly fastened. And wearing safety gear appeared to help riders who found themselves quickly becoming a statistic, in 74% of the cases the upper injuries were reduced or prevented by having protective clothing on the upper torso.

The study once again proved that most accidents occur at lower speeds with 61% of motorcycle accidents the impact speeds were below 31mph and in only 9.4% of cases the impact speed was over 62 mph.

Some other interesting points that came from the study;

There were 103 cases involving a fatality of either the rider or the passenger.
62% of the motorcycle accidents took place in an urban area.
54.3% of the accidents took place at an intersection.
Passenger cars were the most frequent collision partner (60%).
A moped or motorcycle was more likely to collide with a passenger car in an urban area than in a rural area. (64.1% v. 46.7%)

Although the data is nearly a decade old, it does point to two things a rider can do to avoid being a fatality on the road; make sure they are seen by other vehicles and build riding skills, which is most effectively done at a recognized motorcycle safety course. The numbers should also be viewed with the understanding that the riding culture is slightly different in Europe, with many younger people turning to motorcycles for their main form of transportation due to the high costs of buying and maintaining a car in that area of the world.

By the very nature of European helmet laws, the MAIDS study didn't touch on the controversial helmet issue and for whatever reason there was no obvious data comparing the number of motorcycle fatalities to the actual number of bikes are on the road. The last statistic is usually cited to state the disproportionate number of motorcycle accidents on American roads by highway safety officials and motorcycle safety experts.

What To Know !!!

Is this the year you finally make your way to a motorcycle rally? Want to get more out of the events you attend? Not only does Clutch and Chrome review how to choose the motorcycle event that's right for you and your riding buddies, but we also bring together a variety of experience and boil it down to ten useful tips to help any two-wheeled traveler.

There is hardly a more exciting time for a rider when they pull the motorcycle out of winter storage and carefully prepare it for the open spring roads. For some the cold months seemed longer than the actual days shown on the calendar with warmer weather not coming soon enough. Regardless, a sure sign the riding season working its way through the gears are the motorcycle events beckoning from all corners of the country.

10 Things to know about a motorcycle rally - Clutch and Chrome - A Free Online Motorcycle Magazine With motorcycles ready and spirits more than willing, bikers have plenty of choices for destinations in the numerous rallies filling the summer schedule of events. The term motorcycle rally has become a generic label for any event that involves small and large groups of riders coming together over a various lengths of time. They can be as short as a weekend or last as long as eleven days such as Daytona Beach Bike Week, but even then the official number of days don't include the enthusiastic bikers arriving early or those that are having so much fun, they leave a few days late.

The length of a rally does touch on a sensitive subject, why do organizers refer to an event as a week when it is clearly longer?

While no definitive answer can be given to that question, it does highlight an important rule to attending motorcycle events; they may not all be as advertised or as even named. Just because an event is advertised or even titled at ‘Incredible’ or ‘A can’t miss’ doesn’t necessarily mean it is or will be. Arriving at an event that doesn’t look or feel anything like the advertisement in your favorite motorcycle magazine or the fancy flash based website is more than a disappointment, it costs the average rider vacation time taken to attend the event and of course hard-earned dollars for food, lodgings and gas.

The reasons for the rallies vary, some riders enjoy live music by a beautiful river, others will visit an area known for it’s racing history, while at other events bikers simply enjoy the breathtaking landscapes as they ride the roads surrounding the event. For those interested to know which events were referenced in those examples, they would be; Rumble on the River, Daytona Beach Bike Week and of course, Sturgis Bike Week.

Although not one of the ten tips given in this article, when deciding on which motorcycle event to attend, it might be beneficial to ask other riders while out riding on the weekends or at local bike nights about their favorite events. Motorcycle forum boards are also a great resource, particularly if they have something to do with the event by either motorcycle brand or if the majority of members live in the area hosting the event.

Not only will this background work help with the truth behind motorcycle rally advertising but give insight into the nature of the event and the type of people who attend.

To be fair, organizers of a motorcycle event can bring together the same vendors, re-book musical acts and host them on the same fairgrounds, but still have a different outcome. A recent example of this would be Daytona Beach Bike Week 2009, which experienced an unexpected cold front hovering over the event for over a third of the event, keeping the bikers close to their hotel rooms and campgrounds affecting its overall look and feel.

10 Things to know about a motorcycle rally - Clutch and Chrome - A Free Online Motorcycle Magazine And seasoned rally-goers have learned that each event has a certain feel. For example, Sturgis is an event spread out over campgrounds, great rides and popular stops found along the way. Daytona Beach Bike Week has three or four must-hangout areas while Arizona Bike Week manages to encompass a large part of the state. Smaller events define themselves with music, staged contests and even motorcycle competitions. The Honda Hoot, which is currently on hiatus attracted crowds of multi-brand riders with family entertainment filling the bill.

Understanding what the rally is about before deciding to attend can save a rider not only the time it takes to ride to the event, but also the days afterwards needed to get over the disappointment.

A whole host of tips can be found in Clutch and Chrome’s article, ‘How to plan a road trip’ to help with those motorcycle events taking riders too far from home. Many anticipate and look forward to the journey to the event and back as much as the rally itself!

The following tips and hints on how to get the most out of a motorcycle rally has not only come from the experiences found around the Clutch and Chrome office, but the riders we've spoken to at events and online. Some are a matter of opinion while others can be ignored at the cost of ruining your time at the event at best, or at worse find yourself leaving the rally early.

We know this tip makes it onto various Clutch and Chrome articles, but it just shows how important the basics are.

Not only does the routine maintenance need to be completed to the manufactures recommended schedule, but the mileage that will be added to your motorcycle’s odometer should be taken into account as well. If possible, anticipate any fluid changes and have them completed by your trusted motorcycle mechanic.

Make sure your motorcycle is in good working order
10 Things to know about a motorcycle rally - Clutch and Chrome - A Free Online Motorcycle Magazine We know this tip makes it onto various Clutch and Chrome articles, but we still manage to see bikers broken down by the side of the road to, from and during motorcycle events proving how important the basics are.

Not only does the routine maintenance need to be completed to the manufactures recommended schedule, but the mileage that will be added to your motorcycle’s odometer during the trip should be taken into account as well. If possible, anticipate any fluid changes and have them completed by your trusted motorcycle mechanic. While he's there with his head buried in your V-Twins, offer a few extra dollars to have a knowledgeable eye give the motorcycle a once over. Its better to have a trusted mechanic point out a change of plugs or belt rather than some random repair shop that just happens to be close to where you broke down.

Having any work done well before the trip also allows for time to find money for a surprisingly high repair bill, which hopefully doesn't cut into the spending fund put aside for the event itself. There is nothing more annoying than attending a rally flat broke.

Don't drink and ride
Aside from the fact that drinking and riding is a stupid idea at anytime, doing it in a new town while riding on unfamiliar roads with more than the usual number of law enforcement on the streets puts it in the category of extremely dumb moves.

Understanding everyone is in the mood to celebrate while hanging with newfound friends at happening bars with the drink specials of shots and 'Buckets of Beer' making it hard to stay sober. But ultimately the motorcycle event should be more about one night and those four hours of fun at a bar, regardless of how famous or well known its name may be.

Losing your motorcycle from an accident or being impounded by police as well as spending the remainder of the event in a jail cell, hospital bed or worse, chilling in the morgue can all quickly follow sitting in the saddle after an afternoon or evening of drinking.

Take Cash
10 Things to know about a motorcycle rally - Clutch and Chrome - A Free Online Motorcycle Magazine For all the independence, bikers tend to be a tight bunch, not wanting others to being taken advantage of. So it’s beyond annoying to come across ATM’s conveniently located at bars and high traffic areas charging three, four and five dollars on top of what the bank who holds the account charges to withdraw money. While it’s easy to be angry with the owner of the ATM for charging for such high fees, realizing the bar or storeowner receives a portion should leave a bitter taste in any biker’s mouth.

To avoid losing your hard-earned money in transaction fees, take what cash that not only you can afford too, but also feel comfortable carrying. While at the motorcycle event, use a credit or debit card where possible in places such as restaurants or in dealerships when buying apparel. Save the cash for casual bars and stands selling everything from helmet stickers to chaps. Realizing staying on budget should be the main goal, if more cash is needed, the most cost effective way of withdrawing cash without going to your bank’s ATM is to buy a small but needed item from a drug or food store and ask for cash back.

Buy drinks and water before going into the rally
With the last tip saving valuable dollars on over-priced ATM fees, the next obvious place to economize would be on what should be an inexpensive purchase that shouldn’t take a second thought to buy. But drinks can be incredibly over-priced at motorcycle events charging five or even ten dollars for a soda or water and dehydration listed in Clutch and Chrome’s ‘Ten things new riders do wrong’ drinking liquids can be an important part of the rally-going day.

Buying a case of water at the local grocery store, storing it in the hotel room or campsite and filling up the saddlebags at the start at each day can save a considerable amount of cash.

Bring a camera
This should seem like an obvious item to take to a motorcycle rally, but its what you do with the camera before the event that matters.

Firstly, digital cameras have come down in price with many new ‘point and shoot’ models being cheaper than a budget leather jacket, with used ones such as those found on Amazon costing less than a rally T-shirt. The quality of these cameras can be as high as 10 megapixels making the most random photographs sharp and detailed. Just as you should prepare your motorcycle for any event, a little bit of pre-rally preparation on a digital camera will make sure every memorable moment is captured and kept.

10 Things to know about a motorcycle rally - Clutch and Chrome - A Free Online Motorcycle Magazine Whether buying a camera for the event or using one already bought, increasing the size of the memory card will pay off in countless ways. The cameras built in memory or the card that came with it are usually very small and limit the number of pictures that can be stored before they have to be downloaded to a computer or printed. Packing for a road trip is difficult enough without finding room for a laptop and besides, who wants to spend time on a computer transferring pictures when there are rally highlights to attend?

Memory cards have never been cheaper with an 8-gigabyte card holding over two thousand pictures for a 6-megapixel camera. This allows for every moment of the different bike shows and bikini contests to be photographed and forever saved. And make sure those pictures are taken at a fairly high resolution as it will allow for zooming in and cropping the pictures giving that professional look.

If buying a new camera, invest $20 in some form of screen protector usually a clear self-adhesive film that covers the cameras LCD display. This is the first thing to attract those small scratches as it’s taken out pockets, purses or bags, quickly making a new camera look old and worn. At the Clutch and Chrome offices we found Invisible Shield by Zagg, originally bought for a cellphone but it was easily trimmed down to fit perfectly on the cameras LCD display with affecting the appearance of the colors in any way.
The only other thought to end this particular tip would be to make sure either the battery charger is packed or plenty of spare batteries depending on your camera’s power source.

Know where you’re going and what you’re doing
Really two tips in one, with the larger the event the closer the advice should be followed.

If not riding to the event as a group, finding some friends or riding buddies to enjoy the rally with is easily done and usually inevitable. Either results in a pack of motorcycles roaming from place to place in typical biker camaraderie during the event. While not going into the kind of detail or lengths required for an organized ride, having everyone in the group knowing the route, direction and distance to the next destination can not only make for a smoother trip but certainly a safer one by eliminating unforeseen lane changes or the need for erratic riding.

10 Things to know about a motorcycle rally - Clutch and Chrome - A Free Online Motorcycle Magazine What can be considered as important as everyone having an idea of the route to the next destination is a mutual understanding of why the group is going there in the first place. Is a stop along the way to another destination or is there something specific to see? How long is everyone expecting to stay there and is what else is in the immediate area of interest?

Between knowing why everyone is going and how they are getting there, many misunderstandings and frustrations can be avoided with the new found friends or those riding buddies known for years. Ultimately, there are just as many riders who want to pull up a stool at a well-known watering hole and listen to a few bands as there are bikers who are looking forward to enjoying the local roads for the afternoon. The bands will be more enjoyable if a member of the group isn’t restlessly wandering around the bar looking at their watch, and that all-day ride will go much smoother without someone asking ‘how much further?’

Although the motorcycle event is a vacation to get away from the everyday nine to five routine, time should be considered a pretty precious commodity. At the end of the day, the rally won’t happen for another twelve months, and this moment with friends and fellow riders will never happen again. As casual as any rally can be, having an idea of which activities are ‘must-sees’ and list of places to go will help create a rough schedule for your time at the rally. This ‘to-do list’ becomes more important for the larger the events with time easily and needlessly lost riding from activity to the other on different sides of the map.

Many events host comprehensive websites, listing entertainment and activities on daily calendars and most major rallies have free giveaway booklets found at hotels and restaurants full of information and great local rides. These are also an invaluable resource of vendors attending the rally, giving bikers an opportunity to see accessories, equipment and apparel normally seen in catalogues or online up close and in person.

As with many bikers who attend rallies, the Clutch and Chrome gang has informally found a routine when arriving first at the event. After checking into the hotel and unpacking the bikes we find a place to eat or have a drink for that wonderful, relaxing ‘sit-down’ that comes at the end of every long ride. It’s during this time everyone pulls out the free booklets and handwritten wish lists and makes their case to have activities penciled in the group calendar. This process allows for individuals to decide if they would rather head off alone to see an activity of no particular interest to the others.

While all of this may seem a little structured, it becomes second natured to the more seasoned rally attendees and with an honest look back, well worth doing.

Be careful where you park
There are very few things that stir the anger in bikers as much as motorcycle thieves and yet they swarm to the same rallies and events as riding enthusiasts for obvious reasons. This was brought home at one of the first events the Clutch and Chrome gang attended together when we witnessed a biker discovering his Boss Hog Motorcycle had been stolen.

Thieves targeting motorcycle events are such a concern, authorities have become proactive in combating them. In Daytona Beach a multi-agency law enforcement Task Force fights the problem by not only hunting thieves but also by leaving what’s known as ‘bait’ bikes parked around the area. Outfitted with a GPS device or closely monitored, ‘bait bikes’ are placed by police among others owned by rally attendees or in an area known for stolen bikes.

10 Things to know about a motorcycle rally - Clutch and Chrome - A Free Online Motorcycle Magazine But even with all the efforts of local law enforcement, riders take responsibility to personally ensure they come away from a rally with the same motorcycle they rode in on. Park in well-lit areas, parking lots that have a lot of activity and limit the entrance or exits to only one. Although it may not seem ‘manly’ but always use the fork lock or additional motorcycle locking systems you may have, especially since hitching a ride home sans bike certainly doesn’t fall under the definition of ‘cool’.

No matter how much fun the event may appear to be, after initially walking away from the parked motorcycle come back after a few minutes to check in on your ride. Look for anyone loitering around the area, tampering or simply taking too much interest in a motorcycle are sure warning signs. To help fellow bikers, while riding around the event keep an eye out for people walking motorcycles or loading them onto a trailer.

When parking at the hotel, look for well-lit areas or in direct view of a security camera and certainly close to other bikes. If in a campground, park well within the grounds, near other motorcycles and if at all possible within earshot of your tent. Taking advantage of natural obstacles or barriers such as other tents or other motorcycles by parking behind them with deter casual thieves. Regardless of where you stay during a rally, riders should avoid parking near busy roads.

Never store the motorcycle registration on the bike itself.

Leave the attitude at home
Anyone who rides appreciates ‘biker attitude’, the quiet self-confidence that comes from endless miles on the road and untold hours of wind in the face.

10 Things to know about a motorcycle rally - Clutch and Chrome - A Free Online Motorcycle Magazine But riders planning to attending a rally or motorcycle event should anticipate plenty of crowds policed by a small army of law enforcement, volunteers and security guards. Simply for crowd control bikers are expected to follow traffic direction and a range of rules including burnouts, over-revving or even the more risqué dress habits from the fairer sex are enforced depending on the event.

We mentioned the free handouts and event schedules given out at hotels and restaurants earlier in the article and these usually include which local laws or standards are enforced throughout the rally. Using the events websites as well as any forums relating to the rally can help understand the lines that shouldn’t be crossed. Tempting a run-in with authorities or not handling an encounter with law enforcement in a respectful fashion not only has the potential of ruining your own time at the event, but any of the group you’re riding with.

Riders should expect the more popular events to be difficult to navigate with bustling crowds spilling off of sidewalks with most distracted by passing motorcycles and not necessarily paying attention to what’s directly in front of them. This results in heels being stepped on and being run into by others. Not intentionally done, none of it should be taken with offense or as anything other than an accident bound to happen in such a large crowd.

Do something different
A good event will host a variety of entertainment from motorcycle-based games and competitions to days of bands. Larger rallies give attendees the opportunity to check out a variety of motorcycle contests specializing in rat bikes, custom creations and the pride and joy of everyday riders. Rally officials, local motorcycle clubs and bars all organize rides and Poker Runs while beauty contests and wet t-shirt competitions can be found throughout the rally.

There are so many different things to do at a motorcycle rally it’s the perfect opportunity to try something other than the normal biker events enjoyed at home.

For example, just outside of Daytona Beach the Cabbage Patch bar and campgrounds hosts coleslaw wrestling matches and drops foreign built motorcycles from a great height at set times during the day. Both make for great stories when returning home.

Forget the wave
Clutch and Chrome included bikers who wave regardless of what others ride as one of the things we should all be thankful for, so it might be surprising to include the following as a helpful hint.

Riders might want to forget the wave while attending the rally.

Ironically, the one sign of how close the riding community can be becomes a casualty when thousands even hundreds of thousands of bikers come together. Disappointing yes and also understandable, yet the biker spirit is tough to break with many still throwing out the way as the ride around the rally.

Although not officially included in our list of tips (otherwise it would be 11 things and not 10) having enough storage on your motorcycle throughout the rally is also a good idea. Bikers who don’t ride tourers tend to take off their removable saddlebags as they ride around the rally to give their motorcycle that more naked look. But this leaves riders tucking bags into leather jackets or hanging them off of handle bars for those unexpected purchases, both of which can be dangerous. Besides, with most rallies happening over the spring and summer months, the weather may not allow a rider to wear a jacket. If you decide to strip off the removable saddlebags, strap some bungee cords onto the bike so those impulse buys can be secured safely.

Whether attending its the first motorcycle rally or you’re a veteran of these events we hope these tips help you enjoy the next one that much more using any of the above helpful hints. Regardless of what’s used when, always be careful while at motorcycle events even if it’s not your first time there. Traffic patterns can change and road works can leave dangerous or uneven surfaces.

If you any suggestions or insights to add to our article helping your fellow riders get more out of their next motorcycle event, feel free to email the editor.

Road Rust

British Motorcyclist Face Road Rust

March 27th, 2009 - Clutch & Chrome

With the warmer weather coming to Great Britain, an automotive association is warning motorcycle enthusiasts about 'road rust'.

As thousands of riders dust off their motorcycles and take to the road for the first time in months, AA Motorcycle Insurance is advising bikers and other road users to beware of the dangers of what's being termed as 'road rust'.
Many bikers are 'rusty' having not ridden their bikes all winter as are many car drivers who have grown used to having fewer bikes around.

Simon Douglas, Director of AA Motorcycle Insurance, says: "We have all heard of road rage, but at this time of year the big danger to bikers is 'road rust' among drivers who have lost the habit of looking out for bikes. The skills of many motorcyclists need polishing too after a long lay-up, so it's important for both to be aware of the risks as the results can be tragic.

"Bikes can be repaired or replaced, but bikers cannot."

Most of Britain's 1.6 million motorcycles will be back on the nation's roads over the next few weeks, coincidentally a period that normally also sees a big upsurge in accidents. Claims involving motorcycles typically soar by up to 40 per cent in spring, according to analysis by AA Insurance in conjunction with BLD Ltd, the motorcycle accident management specialists.

Longer days and mild weather are set to lure thousands back onto their bikes, as will Easter holiday excursions. But especially hazardous in the lead-up to the holidays are busy rush hour traffic and the school run, which account for a disproportionately high number of accidents.

Mike McMillan of BLD explains: "Fewer than 20 per cent of all motorcycle accidents that involve another party are wholly, or partly, the motorcyclist's fault so it is vital that all road users take extra care â€“ especially in heavy traffic."

Another particular hazard this spring is winter's legacy of damaged roads. The AA estimates that icy weather earlier this year caused a 40 per cent increase in road damage, pushing the UK's pothole count up to 1.5 million. Hitting a pothole at speed on a motorcycle can have devastating consequences.

Safety tips for bikers from the AA's own motorcycle-based breakdown patrols and BLD include:

Make yourself visible â€“ riding with your lights on at all times increases your visibility to others on the roads

Always wear protective clothing â€“ even for short trips â€“ including a helmet, protective jacket, trousers, boots and gloves

Slow down as you approach bends â€“ accelerate out, but make sure you keep to the speed limit. Accelerate and brake smoothly and take extra care in the wet

Constantly monitor your riding and think about your speed, road position and distance from other traffic. Be aware of your environment and potential hazards such as cars pulling out and damaged road surfaces

Seek feedback from skilled riders, try a BikeSafe assessment or Advanced Rider training course

Keep your bike maintained â€“ regularly check wheels and tyres, brakes, battery, lights, oil and chain or shaft

The quality of fuel and oil can deteriorate over time if your bike is not used for lengthy periods â€“ check and replace if necessary before returning to the road

March 27th, 2009