RIDING SMART: THE IMPORTANCE OF ESCAPE PATHS WHEN RIDING A MOTORCYCLE
Motorcycling is more than just a mode of transportation—it’s a lifestyle, a passion, and for many, a thrilling adventure. But with that thrill comes inherent risks. As any seasoned rider will tell you, being aware of your surroundings and anticipating potential hazards are key components of staying safe on the road. One critical skill that often goes overlooked by novice riders is having an “escape path.”
The Motorcycle Safety Foundation (MSF) teaches us that an escape path is a pre-planned route or area that allows you to avoid a collision or other dangerous situation. It’s not just about reacting to danger—it’s about anticipating it before it even happens. Escape paths are essential and need to be incorporated into your riding strategy.
Why Are Escape Paths Important?
Unlike cars, motorcycles lack the protective shell of a chassis. A minor collision for a car can be catastrophic for a motorcyclist. Escape paths provide a lifeline, giving you an opportunity to steer clear of potential hazards and to avoid accidents altogether.
Here are a few scenarios where escape paths can save the day:
- Sudden Stops: The vehicle in front of you slams on its brakes unexpectedly. Having a clear space to maneuver can prevent a rear-end collision.
- Lane Mergers: A car suddenly merges into your lane without signaling or noticing you. An escape path can help you avoid being sideswiped.
- Debris on the Road: Objects like fallen branches or loose gravel can appear out of nowhere. Spotting an escape route allows you to navigate around them safely.
- Tailgating Drivers: If a vehicle is following too closely, an escape path can prevent you from being sandwiched in the event of a sudden stop.
Identify Escape Paths
Escape paths are everywhere if you know where to look. Here are some tips to help you spot them:
- Scan Ahead: Always keep your eyes on the road ahead. Look for open spaces or gaps in traffic that you can use as an escape route.
- Maintain a Buffer Zone: Leave enough space between you and the vehicle in front of you. This space isn’t just for stopping—it’s also an escape area.
- Use Your Mirrors: Continuously monitor what’s happening behind and beside you. An escape path can be to your left, right, or even behind you.
- Look for Shoulders and Exits: In emergency situations, the road shoulder or an off-ramp can act as a last resort escape path.
- Identify Safe Zones in Intersections: When approaching intersections, be aware of areas where you could steer clear of a vehicle running a red light or making an illegal turn.
Using Escape Paths Effectively
Having an escape path in mind is one thing—using it effectively is another. Here’s how to make the most of this potential life-saving strategy:
- Practice Situational Awareness: Always be aware of your surroundings. Constantly scan the road, other vehicles, pedestrians, and any potential hazards.
- Stay Predictable: Avoid sudden movements unless necessary. Signal your intentions and ensure your escape path doesn’t put other road users in danger.
- Keep Your Speed in Check: Riding at a manageable speed gives you more time to react and increases the likelihood of successfully using an escape path.
- Train Your Reflexes: Practice emergency maneuvers in a safe, controlled environment. The more comfortable you are with swerving or braking, the more effectively you’ll be able to use an escape path in real life.
- Expect the Unexpected: Assume other road users may make sudden, unpredictable moves. This mindset will keep you on high alert and prepared to act.
Real-Life Example
Imagine you’re riding on a busy highway when a large truck in front of you suddenly loses a piece of unsecured cargo. In that split second, your escape path could be the difference between a smooth swerve to the left lane and a dangerous collision. Riders who regularly assess their surroundings and identify escape paths are far more likely to come out of such situations unscathed.
Conclusion
Motorcycling is as much about skill as it is about awareness. By incorporating escape paths into your riding strategy, you’re not just reacting to dangers—you’re staying ahead of them. Whether you’re a novice or a seasoned rider, this habit can transform you into a safer, more confident motorcyclist. Remember to ride defensively, and assume other drivers are unaware of your presence, and be prepared to react accordingly.
THE 1912 WILKINSON TMC FOUR: A TECHNOLOGICAL MARVEL OF ITS TIME
The Wilkinson Touring Motor Cycle (TMC) Four introduced in 1912 was an early touring motorcycle, which for the time was a bold innovation and daring design. Produced by Wilkinson Sword, a company more famous for its blades than its bikes, this machine pushed the boundaries of what was possible on two wheels.
A Technological Showpiece
Inline-Four Engine: The heart of the TMC Four was its revolutionary 830cc inline, four-cylinder engine. This was a radical departure from the single-cylinder and twin-cylinder engines that dominated the motorcycle market at the time.
Liquid Cooling: In an era where air-cooling was the norm, the TMC Four employed liquid cooling, a technology more commonly found in automobiles, showcasing Wilkinson’s commitment to advanced engineering.
Suspension and Brakes: The motorcycle featured front and rear suspension, and brakes on both wheels—a rarity at the time.
A Luxury Machine
The Wilkinson TMC Four was not just a technological marvel; it was also designed for comfort and luxury. It boasted a spacious seat, a low center of gravity, and a focus on ergonomics, making it a relatively comfortable ride for the time.
A Brief But Significant Legacy
While Wilkinson’s motorcycle production was short-lived, the TMC Four left an indelible mark on motorcycle history. It demonstrated the potential for advanced engineering in motorcycle design and inspired future generations of manufacturers.
GETTING TO KNOW YOU: MEMBER SPOTLIGHT—TED WOLFE
Starting in 2025, we want to help you get to know your NoCo IMRG Chapter friends even better! So, to that end…
Welcome to this month’s edition of the NoCo IMRG Member Spotlight.
Each month, we interview a fellow rider to learn more about their background, interests, and experiences within the group. This month, we’re featuring an interview with, Ted Wolfe, NoCo IMRG’s Chapter Treasurer. In this interview, Ted shares his unique background and discusses his journey with motorcycles and involvement with NoCo IMRG. We hope that these interviews help build stronger connections and encourage more participation with our friends in our Chapter rides and events. Read on to learn more about Ted!
Ted… Where are you from? How did you end up in Northern Colorado?
I was born in Casper, Wyoming, grew up in Rawlins, Wyoming, went to the University of Wyoming and got a certificate in teaching. I taught school in Green River, Wyoming for six years. I taught political science, math history, and elementary law. Then, I switched over to the financial services industry. And, that’s what brought me to Fort Collins.
I worked in Financial Services until a car accident in 1998, which made me disabled and led me to take early retirement in 1998. I’ve been retired for 27 years now.
How did you get into riding? What was your first motorcycle and what do you remember most about it?
Well, I bought my first motorcycle in Green River, Wyoming. It would have been about 1975. That first bike was a Suzuki 300cc dual sport. I rode that for a couple of years. Later when I moved to Fort Collins, I didn’t think I’d have much use for such a small motorcycle here. I figured I would eventually need a bigger bike than that.
But I didn’t ride again or upgrade it for several years. Around 2009, I decided I would go out and buy a scooter. So, I bought 250cc SYM brand scooter. I thought, “Well, if I could ride this, I could probably ride a motorcycle again eventually.” So, I rode that for a year.
Then, I upgraded to a 400cc Suzuki scooter that I purchased from Fort Collins Motorsports, where I was also first introduced to the Victory and Indian motorcycle brands. I rode that Suzuki scooter for another year.
At that point, I decided to move up again, this time to another motorcycle that would allow me to ride further. Around 2013, I bought a 750cc sports bike. I don’t even remember what brand it was!
What drew you to the Indian brand, and what do you appreciate most about their motorcycles? Do you have a favorite model from the Indian lineup?
Around 2013, Fort Collins Motorsports had a riding group [before NoCo IMRG]. And like I said, the dealership carried the Victory and Indian motorcycles. I went on a couple rides with that group. I remember that when we got back from the rides, we would always have a barbecue and the group leader would give away a gift card.
I rode with that group on my sports bike for about a year. But eventually, I decided that, “Hey, if I’m gonna do any real serious riding I need to change bikes”. The sports bike was fine, but it was not comfortable to go take on longer trips.
At that point, I traded the sports bike in for a red, Indian Scout Sixty model. I put about six or seven thousand miles on that first Indian Sixty. Later, I traded that bike in on a 2017 Indian Scout. The newer Scout model was better and bigger. It had a bigger engine, more horsepower, and had more gears for the highway.
I rode that Scout from 2016 to 2018. But eventually, I decided it was time to move to a bike that was more stable for me and one that I wouldn’t need to pick up if I dropped it. I was grateful to Paul Carroll for teaching us how to pick up our bikes, because I dropped my 2017 Scout a couple of times.
I bought my first CanAm Spyder in 2018 and my second and current CanAm in 2021.
Can you share a memorable ride or trip you’ve had with the NoCo IMRG group?
I think my most memorable ride was when we went down to the Durango Rendezvous and Ignacio, CO, several years ago. Paul and Dawn Carroll led the group. I think there were 15 to 18 bikes that went to the Rendezvous that year from our group. We rode all over southern Colorado and northern New Mexico. We even went a little into Utah. With all that riding and that many people together in a group, we really had a lot of fun.
My second most memorable ride was our trip to Glacier National Park in 2024. I will never forget Beartooth Pass and going up the Chief Joseph Highway. What a ride! I’d traveled across northern Wyoming previously by car, but I’d always wanted to do it on the bike. Even from my convertible with the top down, I remember thinking to myself, “You know, I really ought to be on the bike!”
How has being a member of the NoCo IMRG group impacted your life?
Being a member of our group has had a really great impact because even though I’ve ridden by myself, I can say that it’s a lot more fun when you are with a group of people. For instance, when we stop and have lunch, we can talk about all the things we’ve seen along the way on the ride. When you ride by yourself, you stop and have lunch and there’s just you. You can’t talk to anybody. You can’t talk about, “Hey, did you see that squirrel cross the road? Did you see what that other crazy driver did?” We’ve had those conversations over lunches on our rides! When you’re by yourself, you just don’t have that kind of camaraderie.
To belong to a group that’s willing to teach you how to properly ride a bike so that you’re being safe when riding together, and the camaraderie we have in the group, to me that’s invaluable.
Ted, what advice would you give to new riders or those considering joining the group?
I’d say to those that join that they should get out and ride with the group. Don’t be embarrassed if you make a mistake. We all make mistakes. That’s part of the learning curve. In fact, if you’re going to make a motorcycle riding mistake, why not make a mistake when you have other people around to help you? We’ve all laid our bikes down. No one’s immune to that. And we’ve all had some close calls.
You need to get out and ride with other people and experience that type of camaraderie. The more times you get out and ride, the better you will get at what you’re doing. You need to ride to the point at which you don’t have to think about all that you need to do when riding. You just do it. The more you ride the more confident you get about what you do.
Do you have any tips, tricks, or unique habits for maintaining or customizing the motorcycles that you’ve ridden? Or any personal ride preparation habits?
There’s really only one thought that I have other than always wearing the proper equipment… In terms of the bike itself, you cannot have enough lights. We’ve all experienced the difference we’ve seen running with Clearwater lights. Almost all of us have them, or something like them. There is a big difference when you’re riding with them. We’ve all witnessed it.
What are some of your hobbies or interests outside of motorcycle riding?
Well, I was once was a very good golfer. I played a lot of golf inside and outside in the U.S. My mom and dad were avid golfers. My brother and his wife were also.
I was also an avid bowler. I read a lot. I read a lot of books. And, I love to watch movies.
Right on! Great stuff, Ted. Thank, thank you for letting us get to know you better.
INDIAN MOTORCYCLE: KEEPING PUBLIC INTEREST DURING WARTIME
During World War II, Indian Motorcycle, like many other manufacturers, shifted its entire production to support the war effort. This meant no motorcycles were available for the civilian market.
To maintain public interest and brand recognition during this period, Indian focused on patriotic messaging emplacing the company’s contribution to the war effort, and publishing stories and images of Indian motorcycles in action. They also maintained a consistent presence in various magazines and other publications.
This is one example of just such an ad to keep the public aware and interested in the Indian brand despite the lack of available motorcycles.
THE EVOLVING SPIRIT OF DAYTONA BIKE WEEK
Daytona Bike Week has a long history that began with a motorcycle race in 1937, and kicks-off its 10-day event on February 28th, 2025. It began as the Daytona 200 held on a 3.2-mile beach and pavement course. Ed “Iron Man” Kretz won the race on his Indian Motorcycle. The race was put on hold in 1942 due to World War II; however, some locals and visitors continued to gather for an unofficial event called Bike Week.
The official race resumed in 1947 and grew in popularity, attracting more riders and spectators each year. In 1961 the race was moved to the Daytona International Speedway. The transition to the speedway significantly improved safety and allowed for larger crowds and more organized events.
There has been several standout racing legends at Daytona. Scott Russell, a former World Superbike and AMA Superbike Champion, won the Daytona 200 five times on Kawasaki and Yamaha in the ‘90s. Miguel Duhamel who started his racing career in Canada also won the Daytona 200 five times on a Honda in the late ‘90s and early 2000s. Danny Eslick, a MotoAmerica racer won the Daytona 200 four times on a Triumph, Suzuki, and Yamaha between 2014 and 2018.
Yamaha is the most dominant motorcycle brand in Daytona 200 history, with 27 wins since the event’s inception in 1937. Harley-Davidson has had 16 wins, and Honda 11 wins. Indian Motorcycle has placed 1st in the Daytona 200 a total of 3 times.
While racing remains a cornerstone of Bike Week, the event has evolved to encompass a much wider range of activities. Live music concerts, parties, vendor markets, stunt shows, and various other events now attract a diverse crowd. The popularity of custom bikes has exploded at Bike Week, which has become a major platform for custom bike builders to showcase their creations. Throughout the years, Bike Week has also hosted a diverse lineup of legendary music acts adding another layer of excitement and energy to the event.
Daytona Bike Week is now one of the largest motorcycle rallies in the United States. It attracts hundreds of thousands of visitors each year. Indian Motorcycle will be present with a display on Main Street.
VIRGINIA DALE COMMUNITY CHURCH: A LEGACY OF FAITH
We’ve ridden past this little white church many times, which is located on Highway 287 half-way between Fort Collins and Laramie. Whether it was during a day trip to cross over the Snowy Range or embarking on a grand road trip to Thermopolis, this small church always stood out. It is seemingly isolated in the rolling hills just off the highway in Virginia Dale, Colorado, a very small unincorporated community. The church is very eye catching with its white exterior contrasting beautifully with the surrounding hilly scenery, offering a picture-perfect scene.
The Church’s history dates to 1880 when it was first established as a Union Church near Daniel Heckart’s home. It became a Methodist Church the following year. In 1884, due to internal conflict with the congregation, the church building was mysteriously moved during the night to its current location on Fred Christman’s ranch.
After the Methodists left in 1889, the church remained vacant for three years. In 1893, Reverend Franklin Moore took charge and established it as a Presbyterian church. He and other ministers served until the early 1900’s. The church later transitioned to a non-denominational model with various pastors serving the church.
Many people have been baptized at the Church. In the early days, some preferred to be baptized by immersion at nearby Deadman Creek when water levels were higher.
The first three burials in the cemetery all resulted from acts of violence. The first burial occurred in the late 1860’s, when a soldier was killed by Native Americans. In the 1870’s, a prospector who was found shot on upper Deadman Creek was buried. The third burial was that of Mr. Berrie, who was killed in a dispute around 1885.
The Church was tragically destroyed by arson on November 15, 2003. However, thanks to the incredible support of nearly 500 cash donors and local businesses who generously donated both funds and building materials, and the tireless efforts of church members and volunteers, a new Church, built as a replica of the original, was completed in just four months. This rapid rebuilding demonstrates the resilience and unwavering community spirit that characterizes the congregation. The arsonist received a sentence of nine years for his crime.
NORTHERN COLORADO IMRG GLACIER ROAD TRIP | DAY 4 – RIDE FROM GREAT FALLS TO POLSON
Ride along with us as we travel from Great Falls to Polson Montana this past July, crossing over the majestic mountains of Glacier National Park. Day four our Glacier Road Trip had us covering approximately 310 miles. We started with breakfast at our hotel in Great Falls. Our first stop was Dupuyer, Montana, a tiny unincorporated community. Next, we rode to East Glacier Park and stopped for lunch before heading into Glacier National Park. We rode the iconic Going-to-the-Sun Road through Glacier and then proceeded south to Polson, where we would spend the night.
The first part of the day’s journey was relatively uneventful. We started up Interstate 15 for a while and then veered off at Dutton, a small town of roughly 300 residents, putting us on a northwestward course towards Glacier.
The next town we came to was Choteau, which is part of the Montana Dinosaur Trail. The town is near one of the world’s most important paleontology sites known as Egg Mountain. It was the first site in North America to yield dinosaur egg fragments, nests, and babies, revolutionizing our understanding of dinosaur social interactions.
Dupuyer was a fascinating stop on our journey. This historic site, established in 1877, once served as a stagecoach station along the route between Fort Benton and Fort Browning. We rested here for a while and took in the atmosphere of this location, imagining how it might have been in bygone days.
We stopped in East Glacier Park for lunch, located about 30 miles from the Saint Mary Entrance into Glacier National Park. Despite the sweltering mid-afternoon heat, upon reaching Glacier National Park, we were eager to immerse ourselves in its grandeur. A haze hung in the sky from the Canadian wildfires and obscured some of the park’s breathtaking vistas. But the mountains retained their majestic beauty and their grandeur was undeniable.
When Glacier became a National Park in 1910, only a few miles of rough wagon roads existed. Beginning construction in the early 1920’s, the 50-mile Going-to-the-Sun Road was completed in 1932. Riding a motorcycle on the Going-to-the-Sun Road in Glacier National Park is an unforgettable experience. The road winds its way through awe-inspiring alpine scenery. Each turn reveals a new panorama with high mountain peaks, lakes, and cascading waterfalls. The Going-to-the-Sun Road truly offers a unique and unforgettable adventure for any motorcyclist.
Our first stop in the park was along the Saint Mary Lake, a stunning glacial lake located near the east entrance where we entered. It is the second largest lake in Glacier National Park and is known for its crystal clear water and dramatic mountain backdrop. Wild Goose Island is a tiny island located in the center of the lake. This iconic landmark is one of the most photographed spots in Glacier National Park. The island’s name comes from a Native American legend about two geese who nested there and were never seen again.
We went through a couple of tunnels. The East Side Tunnel on the Going-to-the-Sun Road was built in the 1930’s. The 408-foot-long tunnel had to be completed largely by hand labor since power equipment was impossible to bring in. Using small blasts of dynamite to prevent damage to the mountain, contractors could impressively drill 5 feet every day.
The West Side Tunnel, considered to be an engineering marvel for the time, takes vehicles through a steep cliff and features two observation windows to view Heavens Peak and McDonald Creek. Construction of the 192-foot West Tunnel began in 1926 with dynamite and jackhammers. It was completed in 1927 when winter temperatures of minus 32 degrees forced construction to stop until the following April.
Siyeh Bend marked a significant transition zone on Going-to-the-Sun Road. It went from forests that dominate the east side with higher-elevation subalpine vegetation found on the west side. We stopped at Paradise Meadow, a beautiful alpine meadow. Its backdrop is surrounding mountains, including McDonald Peak and the Garden Wall.
Arriving in West Glacier officially marked our exit from Glacier National Park. While we were sad to leave, it had been a long day so far, and it was getting later in the day. We were very hot and tired and eager to get to Polson, where we would spend the night.
We passed through the town of Hungry Horse. It originated as a temporary worker camp during the construction of the Hungry Horse Dam in the 1940’s. The name honors two horses, Tex and Jerry, who nearly starved in the area’s deep snow.
In the early evening hours we arrived in Polson, where we would spend the night, after riding beside the 30 mile long Flathead Lake. This is a very large natural lake in northwest Montana covering 197 square miles. It is the remnant of the prehistoric Lake Missoula.
Riding the Going-to-the-Sun Road across Glacier National Park was the highlight of the day, which provided breathtaking views the entire way through. Overall, it was a memorable day of riding and seeing the natural wonders of Montana.
BAGGER RACING: A NEW SERIES WILL ROAR ACROSS EUROPE IN 2025
King of the Baggers introduced Harley-Davidson and Indian bagger motorcycle racing and has become one of the most entertaining championships in the United States over the past few years. It also spawned a separate American league known as the Bagger Racing League and differs from King of Baggers by having multiple motorcycle race classes (e.g. Pro Stock, Super Street, Air-Cooled Twins, Lightweight, etc). Bagger racing has been viewed with great curiosity by the European motorcycling community, and now a similar series is being introduced in Europe in 2025. The new series is called the Bagger Racing European Cup.
Former World Superbike and MotoGP rider Ruben Xaus is spearheading the effort to bring Bagger racing to Europe. He is also the 2024 champion of the Bagger Racing League’s Andrews Products Bagger GP class.
The Bagger Racing European Cup is open to all motorcycle brands that can be equipped with bags currently in the market. This opens the door for manufacturers other than Harley and Indian. Motorcycles that have been admitted to the Cup so far include Harley, BMW, Honda, Kawasaki, Suzuki, Yamaha, Moto Guzzi, Triumph, Ducati, and WYCHE (China).
Though Indian Motorcycle is currently missing, the inaugural Bagger Racing European Cup is generating excitement among motorcycle enthusiasts. This new series promises to bring the thrilling spectacle of a diverse field of bagger motorcycles to tracks across Europe.