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UPDATE September 10, 2020:
Scrutiny, then disagreement of methodology and then harsh criticism of the academic modelers from San Diego State University’s Center for Health Economics & Policy Studies arrived quickly after they published their findings in a 63-page report. The researchers sought to quantify the Sturgis Rally COVID-19 impact in South Dakota and nationwide by analyzing the (anonymous) cell-phone data of attendees.

South Dakota Gov. Kristi Noem said the study was “fiction,” and criticized journalists who reported on it.  “Under the guise of academic research, this report is nothing short of an attack on those who exercised their personal freedom to attend Sturgis,” Noem said in the statement. “Predictably, some in the media breathlessly report on this non-peer reviewed model, built on incredibly faulty assumptions that do not reflect the actual facts and data here in South Dakota.”

Media References:
USA Today
WSJ (paywall)

The Associated Press as of last week identified 290 cases from 12 states tied to the rally. Instead of looking at contact tracing and trying to identify specific people who had the disease and passed it onto others, the San Diego researchers looked at the areas that sent the most people to the rally and how case trends changed after the event.

*****

A scientific “Discussion Paper” (dp13670) was recently released referencing preliminary work, which documents the spread of COVID-19 due to a mass gathering conducted during a pandemic against the guidance of the CDC.

The document explicitly refers to the Sturgis Motorcycle Rally and how a single superspreading event can be leveraged to impose restrictions on future mass gatherings.

Discussion Paper Highlights:

  • The per 1,000 case rate increased by 10.7 percent after 24 days following the onset of Sturgis Pre-Rally Events.
  • A total of 263,708 additional cases due to the Sturgis Motorcycle Rally.
    These cases represent a cost of over $12.2 billion, based on the statistical cost of a COVID-19 case of $46,000 estimated by Kniesner and Sullivan (2020).
  • The cost is enough to have paid each of the estimated 462,182 rally attendees $26,553.64 not to attend.

The document concludes that the spread of the virus due to the Sturgis Rally was large. The authors provide descriptive evidence and suggest stricter mitigation policies to limit exposure due to the behavior of non-compliant events and those who travel to them.

Photo courtesy of IZA Institute of Labor Economics Document.

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Riding the Going To The Sun Road – Glacier National Park

From Acadia to Zion our country’s most spectacular landscape treasures are protected inside the parks.

No map or brochure can prepare you for that first motorcycle ride and peering out over a guardrail at snowy mountain peaks, waterfalls that flow down the valley through the forests, and end in a clear blue lake carved out by glaciers. The mountain mornings always have a bite of cold as the sun takes its time to wake, while meandering through the incredible scenery.

I’m talking about National Parks in general and specifically Glacier National Park, Montana which in my view shines above the rest.

Glacier National Park – Going The Sun Road

It never gets old and I plan to ride through the million-acre paradise later this month and take a COVID-19 mental diversion through the park. Montana has plenty of mountain roads where motorcyclists can ride and absorb the landscape, but the crown jewel is the Going-to-the-Sun Road. It crosses the Continental Divide carves through the steep grade of rock and forest with roughly 50 miles of sweeping curves and hairpin switchbacks along with an occasional tunnel passage through the mountain.

The national parks are such a gift, one we’ve given to each other. One we’ve inherited and, with luck, will pass down to the generations that follow us.

Speaking of paying it forward…

Going To The Sun Road

The National Park System comprises 419 national park sites, but only 62 of them have the “National Park” designation in their names. The other sites fall into different National Park System categories like National Historic Sites, National Monuments, National Seashores, National Recreation Areas, and others.

You might be surprised to learn that the National Park Service accounts for 84 million acres of land at more than 400 different sites, but as of 2019, they were due for $11.9 billion (that’s a B!) in deferred maintenance and repairs. Fortunately, the current administration recently signed a bipartisan bill (Great American Outdoors Act) that will pay for repairs at national parks, permanently finance the Land and Water Conservation Fund (LWCF) and in addition will create a lot of jobs.  The bill directs up to $6.65 billion to priority fixes and up to $3 billion for agencies such as the Fish and Wildlife Service. In addition, the bill will allocate $900 million each year to the conservation fund. The program – which has existed for half a century – has historically been plagued by funding shortfalls.

Lake McDonald

The Great American Outdoors Act enacted last week is clearly the most consequential funding for national parks, wildlife refuges, and public recreation facilities in U.S. history since the conservation legacy of President Theodore Roosevelt in the early 1900s.

As motorcycle enthusiasts, we can take heart that there’s always going to be those historic chalets, lodges, and miles of tarmac with beautiful landscapes that meander their way through the firs, aspen, and stone.

Photos taken by author.

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American Flag at Willamette Falls

The Fourth of July—also known as Independence Day—has been a federal holiday in the United States since 1941, but the tradition goes back to the 18th century and the American Revolution.

On January 9, 1776, writer Thomas Paine published his pamphlet “Common Sense,” setting forth his arguments in favor of American independence. On July 2nd, 1776, the Continental Congress voted in favor of independence, which ended the monarchy’s hold on America and two days later delegates from the 13 colonies adopted the Declaration of Independence, a historic document largely drafted by Thomas Jefferson.

An interesting sidebar is that John Adams and Thomas Jefferson both died on July 4, 1826—the 50th anniversary of the adoption of the Declaration of Independence.

Clackamas County Marine Unit – Willamette River

From 1776 to the present day, July 4th has been celebrated as the birth of American independence, with festivities ranging from fireworks, parades and concerts to more casual family gatherings and barbecues.

For the 4th of July this year, we’re all burdened by a pandemic and being strongly encouraged to stay home.

An important and notable item to highlight, is that the Clackamas County Marine Unit deputies did something very special: they replaced the tattered American flag at Willamette Falls. If you’ve ever been on the Willamette River or looked out at Willamette Falls from one of the viewpoints, you’ve likely noticed a flagpole with a severely tattered American flag in the middle of the falls.

The flag has been there for a number of years and it was tattered, worn and faded— hanging only from its lower grommet. The Marine Unit deputies did some research to try and determine who was responsible for the flag’s presence at the Falls, but in the end, replaced the flag themselves. Thank you Clackamas Co. Sheriff’s Office and Marine Unit!

If you do go out, ride safe and have an enjoyable 4th.

Photos courtesy of Clackamas Co. Sheriff’s Office

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Sturgis City Council Release

The Sturgis City Council voted 8-1 last night to host the rally and announced today that the 80th Annual City of Sturgis Motorcycle Rally will move forward.

However, there will be significant changes designed to reduce the large crowd gatherings in the downtown core with the intent to “safeguard the community and residents.”

That there is a true definition of dichotomy.

The City Council decision, given most all other large outdoor events and indoor concerts around the U.S. have been canceled or rescheduled, is an interesting one. The annual rally will generate millions in revenues for the host city, but no mention of that trivia in the press release.

Buffalo Chip Email Blast

According to Sturgis Rally stats, in 2019 there were 490,000 rally visitors — at least 70 times the estimated 2019 population of Sturgis (6,500), according to the U.S. Census Bureau.  In other words, the Sturgis Motorcycle Rally attendees in 2019 were the equivalent to half of the state of South Dakota’s estimated 2019 population of 884,659.

Read the full City Council release HERE.

A few items known as of today that will be implemented at the event:

  • Attendees will be asked to practice social distancing and follow CDC guidelines.
  • Enhanced safety/sanitization protocols will be carried out in the downtown area.
  • City sponsored events including opening ceremonies, parades, B1 Flyover, and live music at Harley-Davidson Rally Point are cancelled.
  • Photo towers will NOT be installed.
  • Temporary vendors will be required to abide by state and federal protocols and guidelines related to COVID-19.

I’m not trying to “COVID Shame” anyone thinking about or planning to attend the motorcycle rally.  But, remember a long, long time ago when the freedom of riding across the U.S. and attending a rally didn’t bring this type of risk?

Images courtesy of City Council and Buffalo Chip.

All Rights Reserved (C) Northwest Harley Blog

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COVID-19 Cancels Business

Recall back on March 19, 2020,  Harley-Davidson announced the closure of most U.S. production until March 29th.

The facilities that temporarily ceased production were York Vehicle Operations in Pennsylvania, as well as two Wisconsin operations, including the powertrain operation.  The majority of its global production employees continue to be on temporary layoff.

Today, Harley-Davidson announced additional actions it is taking in response to impacts of COVID-19 on its business:

• Significantly reducing all non-essential spending
• Temporarily reducing salaries
– CEO and the Board of Directors will forgo salary/cash compensation
– 30 percent reduction for executive leadership
– 10 to 20 percent reduction for most other salaried employees in the U.S.
– No merit increases for 2020
• Implementing a hiring freeze

The press release stated that medical benefits remain intact for all global employees.  Outside of the U.S., the motor company will take similar actions as based on regulations governing each of its operating locations. Salary reductions will be reassessed at the end of the second quarter as the company continues to closely monitor business conditions.

Not included in this announcement was information related to dealerships.  To my knowledge few if any have suspended operations.  The mandates and closures of nonessential businesses, left the question of whether dealerships, sales rooms, or repair shops should be included as the various city, county and state rules have been ambiguous.

More background reading at:

H-D Executive Mass Exodus
H-D MIA with Coronavirus Response Ads
H-D Entrepreneur and New Mastermind

Photo courtesy of Instagram

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The 38th year of the largest motorcycle gathering on the west coast was scheduled for April 23-26th.

Earlier, the longstanding promoter of the event, Dal-Con Promotions, had no plans to return in 2020 and went “dark.”  In January, the motorcycle rally status, which draws tens of thousands of riders to Laughlin every year, wasn’t clearly known and the local chamber of commerce declared it OFF and removed it from the organization’s event calendar.

News reports surfaced in late February that Jerry Jackson, of Five Star Exhibits, Inc., negotiated and acquired the intellectual rights — including the rights to the trademarked Laughlin River Run title and the event was back on.  Although, Five star Exhibits stated they were not a promoter of events and would not contract with entertainers and/or food and beverage concessionaires.  The web site was refreshed with new information, but without a promoter, motorcycle enthusiasts were expecting a different experience from past years.

Due to the COVID-19 pandemic the Laughlin River Run has officially been CANCELLED.

It’s disappointing not to be able to enjoy this time in our lives with other motorcycle enthusiasts, but the health and well-being of everyone is paramount.

Photo courtesy of Five Star Exhibits

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Is Harley-Davidson committed to lending a hand?

It’s not obvious that Harley-Davidson execs realized their normal marketing plans will no longer cut it as COVID-19 overtakes nearly every facet of American life!

I’m not talking about an empty kumbaya ‘Let’s Ride’ sentiment.  Clearly, the typical messaging in the motorcycle marketplace isn’t going to work the same way as prior to the WW coronavirus pandemic.

Stating the obvious, one would think that Harley-Davidson would play into the motor company’s more than 116-year history and remind consumers how the company has responded during world wars and during previous disasters in America.  While buying or servicing your motorcycle may not be top-of-mind at the moment, offering up some type of payment relief program to consumers affected by this disaster would not only provide some peace of mind to customers, it would reaffirm that the motor company is really focusing on the consumer health situation vs. self-serving attention in suspending U.S. production to disinfect manufacturing equipment and pulling financial guidance for wall street.

Digital Advert — ‘Breathe’ by Droga5

The last significant digital advert (‘Breathe‘ — February 10, 2020), by Droga5, was a message of the outdoors and the experience of riding in a world that is humdrum.

In case you missed it, the world is no longer humdrum…  Droga5 should waive client fees for ‘pivoting’ H-D creative and media to be more reflective of the current situation.

Where is Harley-Davidson marketing?  Not only to pivot the current creative, but how about immediately trying to get a little bit of free publicity via “specially curated images” for video conference backdrops. Spitballing here… It’s important to be reassuring right now and not try to say to people ‘Rush into your Harley dealership for a sales event.

Where is the Harley-Davidson Foundation, the philanthropic organization of Harley-Davidson Inc.?  Where is Harley-Davidson Credit?  How about offering a program giving new motorcycle buyers very low-to-zero percent financing and the option to delay their first payment for 90 days?  Where is Harley-Davidson Service?  Maybe provide free service or reduced costs for people who only have a motorcycle for transportation?  And lastly, where is the “We’re With You Every Step” inspirational statement from the United Steelworkers and International Association of Machinists and Aerospace Workers’?

The COVID-19 pandemic is producing economic and social disruptions not seen before, and major industries have already felt the impact. People aren’t buying as much stuff. People are getting laid off. Despite government reassurances, the anxiety of closed businesses and lost employment and wages weigh heavy on people.

But, lets bring it back to the local situation in the northwest.

As of this morning, March 30th, the Coronavirus situation is:
Oregon: 13 deaths, 548 cases — Oregon numbers
Washington: 195 deaths, 4,896 cases — Washington numbers
United States: 2,600 deaths, 143,532 cases — U.S. numbers

While not essential for health, sustenance, shelter, and hygiene—it’s time for Harley-Davidson to step up and find a way to exist, operate, and communicate in ways that offer one of some combination of help, hope, and entertainment.

To Be Fair:  It is important to note that Harley-Davidson, it’s dealership network and the Harley-Davidson Foundation have made significant charitable contributions over the years.  From donating motorcycles to the Haitian Earthquake to funding Red Cross for the earthquake and tsunami in Japan and to natural disasters in the U.S. like hurricane Florence.

Photos courtesy of Harley-Davidson

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I truly hope you all are healthy while staying safe.

To state the obvious: we are all drowning under a steady drip of negative and sometimes outright terrifying news.

With social media and cable television, we can get this drip, drip, drip of dangerous news 24/7. And given the intense competition between the different “news” sources, it has created an environment of doing whatever it takes to increase clicks and views in support of more ad revenue.  Adding to this are the bad actors out there.  They have goals to take advantage of the current structure of social media to excite, energize or anger audiences making it very difficult to stem the tide of disinformation.  In fact, according to some news reports, Russian trolls are already engaged in disinformation campaigns around COVID-19.

There are three factors that seem to encourage the pessimism spiral. The first is a belief that the events that have occurred are permanent. In other words, if things are bad, things will stay bad. The second is a belief that what has happened will have a pervasive and apocalyptic effect on our lives. And the third is the issue of blame, finding someone, not just someone who is accountable, but someone who can be blamed with all the emotion that goes along with that process.

I want to avoid the temptation to play armchair psychologist, but recognizing that inside voice that is making those negative remarks and arguing against yourself, while putting things in true perspective can help to be more optimistic.

There is relief and why, perhaps now more than ever, motorcycle blogs are essential. I hope you agree.

Blog dispatches from across the country about motorcycle wanderings—this can provide a welcome diversion, a brief reprieve from the current restrictions we’re all living under, and a reminder of the thirst for motorcycle adventures we’ll all need to sate when this pandemic has finally passed.

One day soon, this crazy time of social distancing and sheltering at home will be behind us and we’ll be immersed riding with the sun on our backs and the wind in our face!

Photo taken by author — “The Valley Isle” Sunset, Hawaii (March 2020).

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Highway 50, just outside of Great Basin National Park

You might not know, but there are 59 national parks and 4,092,729 miles of roads in the United States.

All the roads in Brazil, Germany, New Zealand, Canada, Japan, Mexico, Sweden, and France combined would not equal the length of America’s roadways.

Believe it or not, there was a time in our not-so-distant past when there were no paved roads bridging the gap between civilization and the North American wilderness.  The earliest Harley-Davidson motorcycles had the same suspensions as bicycles of the time: none at all. The roads were a hodgepodge of dirt, stone, and other materials. Bumps were everywhere!  Harley-Davidson’s weren’t necessarily the fastest bikes on the market, but they were built with reliability in mind and were among the first truly heavy duty motorcycles in the world that could be relied on for safe running over the atrocious roads of the day.

1913 Harley-Davidson Model 9-B Single — Valve Side

The transformational American road-trip essentially became touring wide-open spaces from the saddle of a motorcycle.

In last months posts, I touched on a collection of classic motorcycles in the northwest and provided tribute to an inspirational man (Bob) with a genuine love of wrenching motorcycles.  I also illuminated his first restoration in the collection — a 1937 Harley-Davidson Model U-Series Flathead.

In this post, I’m plunging head first into another motorcycle in the collection, a Harley-Davidson 1913 Model 9-B Single.  It was already Harley-Davidson’s 10th anniversary when this bike originally rolled onto the showroom floor. From their humble beginning and that first bike built in their 10′ x 15′ shed, they had overcome the competition to produce over 1,000 motorcycles in 1909 to almost 17,000 bikes in 1913.

1913 Harley-Davidson Model 9-B Single — Transmission Side

According to an advert for the 1913 Chicago Motorcycle Show, Harley-Davidson states (page 10) that they sold out their entire manufacturing output in 12.5 weeks!  Clearly, the Milwaukee motor company had grown past the “motorized bicycle for fishing trips” into planning  motorcycles for large volume production.

Postured affectionately in the corner of the vintage collection showroom, you’ll want to gaze at this motorcycle for hours, and each time notice something new. A small hand-turned screw on a throttle linkage, a one-off brass cam on the carburetor body, a perfectly machined castellated nut on the rear hub that firmly holds the pedal sprocket – a few indicators of its origins as a commercial motorcycle. All of these details amaze and remind me of just what this bike was built to do – both by its original designers and by its inherited restorer.

1913 Model 9-B Single — Valve Side Close-up

It was interesting to learn that Bob’s motorcycles were never chosen for specific “provenance” or heritage — the range of manufactures in the collection represent personal tastes as well as unique expressions — beauty, performance, functionality and style that resonated with him through the years.

This 1913 Model 9-B single originally sold for $250.00 at the factory in Milwaukee and it took Bob more than 15 years to fully restore.  It’s the oldest motorcycle in the collection, and was one of Bob’s top-three favorites, but not the rarest or most collectible in the world.

Restoring a Milwaukee icon is no easy task, but with Bob’s guiding hands this motorcycle showcases exceptional restoration craftsmanship, pristine attention to detail, and along with some unique history it might well mean that it is destined to be in a museum some day.

1913 Model 9-B Single — Transmission Side Close-up

The condition of this single-cylinder, four-cycle, air-cooled model is truly immaculate and a bill-board poster of simplicity.  It’s also the foundation of what generated the Milwaukee motor company mystique.  The motorcycle features a 35 cu in (565cc) motor with a nominal 5 HP, an overall weight of 235 pounds, a 2-gallon fuel tank, a 3.5 quart oil tank, and a Bosch magneto placed behind the motor to keep out road grit.

For the 1913 model year, the Harley single was updated with the mechanically operated inlet valve (replacing the ‘atmospheric’ type), which was developed first for the twin cylinder models, and at the same time boasted a balanced bottom-end, alloy piston and improved carburetor.  The stroke was increased to 4 inches as compared to 3.5 inches of the former model.  The wheel-base on the singles were 1 inch shorter than the twins.

1913 Harley-Davidson Model 9-B Single — Front Fort Close-up

Harley-Davidson also made a small change to the form of the clutch lever operating the “free wheel” in 1913.  On the flat belt models a guard was mounted.  These motorcycles were popularly known as the ‘5-35’ (5 horsepower, 35 ci displacement).  The 9-B single was available in belt and chain-driven versions while ease of use was considerably enhanced by the adoption of the rear hub clutch first seen on the twin cylinder.  As the twin’s popularity grew, the single declined, accounting for only 4% of sales in 1917 and production of the Harley-Davidson ‘5-35’ ceased in 1918.

The gray color paint on the restored motorcycle includes a bold striping scheme, which complements the original manufacturing process of taking great care during the enameling procedure with three hand rubbed coats of paint followed by a protective varnish.

1913 Harley-Davidson Model 9-B Single — Transmission Side

Manufacturing the Model 9-B single made up the majority of the company’s production in the early years.  By 1912, all Harley-Davidson’s had gained mechanical inlet valves and all-chain drive, but this restored model, included the belt option, which was offered for several years.  Both singles and V-twins had single-speed transmissions with a robust rear hub clutch operated by a tank-side lever, and their new mechanical inlet valve meant more power and higher revs were possible. The valve side has a pedal-and-chain drive. With the rear wheel raised up by the stand and with the clutch engaged, the pedals are used to crank the motor. The brake is engaged by a slight backward pressure on the pedals.

The rider sits on a leather brown saddle, mounted with a central, sprung pillar sliding with the frame’s vertical saddle tube, which was positively located by an articulated lever pivoting from the top frame, just ahead of the saddle nose.

1913 Harley-Davidson Model 9-B Single — Top Looking Down at Valve Side

Harley-Davidson called this the “Full-Floteing” seat—a riders comfort not-with-standing accurate spelling—as the system should be quite familiar to any Duo-Glide owner.  The oil tank hid with the tool box. While the engine’s drip oil feed was “automatic,” any hard riding owner could give a visible shot of fresh lubricant from a tank-top hand pump.

The 1913 motorcycle frame was reportedly stronger than the previous year models and provided better handling, while the new vertical fins atop the cylinder head allowed the engine to run cooler.

1913 Harley-Davidson Model 9-B Single — Transmission Side

As mentioned earlier, the Bosch magneto was placed behind the motor to prevent collection of road grim, and proved to be a reliable instrument, making the machine easy to start via its bicycle pedals on the stand or off the stand using the valve lifer to take off.  The motorcycle has 28 X 2.5 tires with an Eclipse Knockout front hub that allows the tire removal by taking only one nut off.  The brakes are “coaster type” on the rear wheel like today’s simple pedal bikes.

In the late summer of 1913,  a new board track was opened in Milwaukee, right in Harley’s back yard.  The company’s professional race abstinence came to an end as Harley-Davidson change its corporate mind and the Racing Department was formed, with William Ottaway as its first Assistant Engineer to racing engineer William S. Harley.

1913 Harley-Davidson Advert — Courtesy of Motorcycle Illustrated and Google Books

The Harley twins pulled ahead of Indians and would dominate motorcycle racing in 1914.  The Racing Department was referred to informally as the “Wrecking Crew.”  However, one of the racers acquired a pet piglet, which was quickly adopted as the team’s mascot, and helped popularize the nickname ‘the Harley Hogs’ due to the race team carrying the team’s mascot around on the motorcycle fuel tank during victory laps.

The 9-B single is truly a peppy machine and can be ridden all day long at 40-45 MPH, as proven in the Motorcycle Cannonball Endurance Run, where a 1914 single-cylinder Harley-Davidson won the 2018 event with a steady, thumping pace.

This 1913 Model 9-B was a frame-off full restoration which Bob completed in the 1980’s.  Parts were sourced as needed from various swap meets, nickel ads, flea markets, yard sales, and scanning newspapers to find an elusive part!  There was no Dubya, Dubya, Dubya (i.e. Internet) in those days.  Most of us will never know the feeling of satisfaction derived from unearthing the perfect part at a swap meet and haggling its price down to a bargain.

1913 Harley-Davidson Model 9-B Single — Transmission Side

During the course of multiple interviews, I ask if anyone knew why Bob was so fervent about recruiting parts from swap meets. It turns out that Bob and his wife loved to travel. And, in the course of seeing America from a motorcycle, he recruited ever more vintage enthusiasts to help him find and locate parts for motorcycles he had in the restoration queue.

Those early days began the tradition of keeping motorcycles running and riding as much as possible.  It was called “self-assemble.”  Buying a complete front end may wipe-out your budget, but if one guy has a set of tubes for $40, and you remember seeing a triple tree on that table over by the Port-A-Potty, and you manage to negotiate a wheel and axle for $35… well, you are most of the way to having a front end cheaper than buying a complete unit — if it existed!  The rides and swap meet experiences were some of the best and fun times for Bob and his wife.

This is one of the finest restorations of an early Harley-Davidson model anywhere!

Previous posts on this vintage collection:
Vintage Restorations Uncovered In The Northwest
A Northwest Collection Gem – The 1937 Flathead

Photos taken by author. The black & white Motorcycle Illustrated advert courtesy of Harley-Davidson and Google Books.

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New Year’s Eve is one of the largest global celebrations, marking the last day of the year and for this year marking the end of the decade.

Are you one of those? You know… the type who likes to argue that 2019 isn’t *really* the end of the decade. Because there is no year 0 in the Anno Domini system which our calendars are based on and the first year ever was year one (1) therefore, the first year of any and all subsequent decades is the one ending in one (1).

Merriam-Webster offers up that it’s defined by popular culture and common usage so, decades end after the 9 year and I’m holding steady with that definition to close out the decade!

Lets move off the Anno Domini system.

A new year is a naturally introspective time, it’s a renewal—starting with a clean slate so’s to speak. Most will consider the year’s past challenges, celebrate the year’s past accomplishments and look forward to the future. It often provides a time to set new goals. Maybe a new motorcycle adventure, new gear, a new project bike, set a new mileage goal, turn the motel miles in and really tent camp at the 80th Sturgis Rally or maybe you dream of a cross-country adventure on Harley’s new Pan America(ADV) motorcycle and resolve to ride the Trans-America Trail across the U.S. from coast to coast—off road!

I don’t typically make a New Year’s resolution, but I think if pushed for something in 2020, I am going do more of what I enjoy—ride more, learn something new with a wrench, and improve my riding. Then again, I resolve to ride more often than annually anyway.

Some of you are already aware of this, but for those who aren’t, Team Oregon has an outstanding rider training program for all skill sets. Check them out.

Happy New Year to you and yours! Lets ride into a happier year and watch out for yourselves and watch out for your brothers and sisters in the wind.

Photo courtesy of Harley-Davidson

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