Ride in the Hill Country Memorial Day 2006

(this posting is copied from my old blog to preserve it as this was one of the last area rides with my good friend and touring companion, Robert Voglino. Some photo links need to be repaired.)

A nice local ride was had on Memorial Day 2006.  The group gathered at “TJ’s” at 8AM, just south of Marble Falls.  Jack, Greg, John, Norm, Blake, Mike and Gil left there about 8:15 for the Blanco Bowling Club Cafe for a great breakfast. Robert and son-in-law Anthony caught up with us in Blanco.

From there the nine of us, plus a 10th fellow who asked to tag along but soon broke off toward Boerne, went West on 1623 to 1888, West a couple of miles to CR104 (a/k/a Crabapple Road) to the Old Blanco Road, thence to RM473 and West to the Old San Antonio Highway, up to the “Old No. 9” railroad tunnel, East on Grapetown Rd. to 1676 and Luckenbach. After a stop to look around and have a refreshment and for the traditional photo-op under the Luckenbach Post Office sign, we left Luckenbach for Fredericksburg to 965 and Enchanted Rock State Natural Area, then Llano, down 71 to 3404 across “The Slab” to 1431, Kingsland and home.

My total mileage was 185 per the GPS and the trip (Blanco_Crabapple.pdf) was really a shakedown for the new Garmin StreetPilot 2610 GPS.  It works well sitting on its RAM Mount from CycleGadgets.

A Marine’s Marine — GySgt Carlos Hathcock

Check out this link with your sound up for a clip on Carlos Hathcock.

Carlos Hathcock was an ace sniper during Vietnam, and his shot into an enemy sniper’s scope was portrayed in the movie “The Sniper.” Read more about him on WikiPedia.

An awesome story. Make me wonder if all men are truly created equal. He was apparently a very unassuming and not large man, but had guts that are hard even to contemplate.

The Soldier (or sailor, airman or marine)

It’s the Soldier, not the reporter
who has given us the freedom of the press.

It’s the Soldier, not the poet,
who has given us the freedom of speech.

It’s the Soldier, not the politicians
that ensures our right to Life, Liberty and the Pursuit of Happiness.

It’s the Soldier who salutes the flag,
who serves beneath the flag,
and whose coffin is draped by the flag, who allows the protestor to
burn the flag.

We read and hear this from time-to-time. More folks should come to understand it.

Rules for dating my daughter

Dating my daughter rules.

Rule One: I am aware that it is considered fashionable for boys of your age
to wear their trousers so loosely that they appear to be falling off your
hips. Please don’t take this as an insult, but you and all of your friends
are idiots. Still, I want to be fair. You may come to the door with your
underwear showing and your pants 10 sizes too big, and I will not object.
However, to ensure that your pants do not, in fact, come off during the
course of your date with my daughter I will take my electric nail gun and
fasten your trousers securely in place at your waist.

Rule Two: I’m sure that you have been told that in today’s world sex without
a barrier can be deadly. Let me elaborate: When it comes to sex, I am the
barrier and I will kill you.

Rule Three: I have no doubt the you are a popular fellow, with many
opportunities to date other girls. This is fine with me as long as it is
okay with my daughter. Otherwise, once you have gone out with my daughter,
you will continue to date no one but her until she is through with you. If
you make her cry, I will make you cry.

Rule Four: As you stand in my front hallway, waiting for my daughter to
appear, and more than an hour goes by, do not fidget and complain. If you
want to be on time for the movie, you should not be dating. My daughter is
putting on her makeup — a process that can take longer than painting the
Golden Gate Bridge. Instead of just standing there why don’t you do
something useful, like change the oil in my car?

Rule Five: The following places are not appropriate for a date with my
daughter: Places where there are sofas, beds or anything softer than a
wooden stool or folding chair; places where there are no parents, policemen,
or nuns within eyesight; places where there is darkness; places where the
ambient temperature would induce my daughter to wear shorts, tank tops,
midriff T-shirts or anything other than overalls, a sweater and a goose down
parka, zipped up to her chin. Movies with a strong romantic or sexual theme
are to be avoided; movies which feature chain saws are okay. Hockey games
are okay. Old folks homes are better.

Rule 6: Do not lie to me. I may appear to be a potbellied, middle-aged,
dimwitted has-been, but on issues relating to my daughter, I am the
all-knowing, merciless God of your universe. If I ask you where you are
going and with whom, you have one chance to tell me the truth. I have a
shotgun, a shovel and five acres behind the house. Do not trifle with me.

Rule 7: Be careful, be very careful. It takes very little for me to mistake
the sound of your car in the driveway for a chopper coming in over a rice
paddy near Hanoi. When the flashbacks start, the voices in my head
frequently tell me to clean my guns as I sit at home waiting for you to
bring my daughter home. As soon as you pull into the driveway, you should
exit your car, with both hands in plain sight. Speak the perimeter password,
announce in a clear voice that you have brought my daughter home safely and
early, then return to your car. There is no need for you to come inside. The
camouflaged face in the window is mine.

(this piece was discovered as I was really complaining to myself about the off-topic postings to a Paperport Yahoo group — but this is a jewel!  I’ll complain no more … even to myself)

Biker’s wave (or not)

You’ve seen it, but this bears memorializing on this site. Nice “equal-opportunity” piece of humor about various types of motorcycle riders and why they might not return the wave.  Enjoy.

Top Ten Reasons Why Harley Riders Don’t Wave Back

10. Afraid it will invalidate warranty.
9. Leather and studs make it too heavy to raise arm.
8. Refuse to wave to anyone whose bike is already paid for.
7. Afraid to let go of handlebars because they might vibrate off.
6. Rushing wind would blow scabs off the new tattoos.
5. Angry because just took out second mortgage to pay luxury tax on new Harley.
4. Just discovered the fine print in owner’s manual and realized H-D is partially owned by Honda.
3. Can’t tell if other riders are waving or just reaching to cover their ears like everyone else.
2. Remembers the last time a Harley rider waved back, he impaled his hand on spiked helmet.
1. They’re too tired from spending hours polishing all that chrome to lift their arms.

Top Ten Reasons Why Gold Wing Riders Don’t Wave Back

10. Wasn’t sure whether other rider was waving or making an obscene gesture.
9. Afraid might get frostbite if hand is removed from heated grip.
8. Has arthritis and the past 400 miles have made it difficult to raise arm.
7. Reflection from etched windshield momentarily blinded him.
6. The espresso machine just finished.
5. Was actually asleep when other rider waved.
4. Was in a three-way conference call with stockbroker and accessories dealer.
3. Was distracted by odd shaped blip on radar screen.
2. Was simultaneously adjusting the air suspension, seat height,
programmable CD player, seat temperature and satellite navigation system.
1. Couldn’t find the “auto wave back” button on dashboard.

Top 10 Reasons Sportbikers Don’t Wave:

10. They have not been riding long enough to know they’re supposed to.
9. They’re going too fast to have time enough to register the movement and respond.
8. You weren’t wearing bright enough gear.
7. If they stick their arm out going that fast they’ll rip it out of the socket.
6. They’re too occupied with trying to get rid of their chicken strips.
5. They look way too cool with both hands on the bars or they don’t want to unbalance themselves while standing on the tank.
4. Their skin tight-kevlar-ballistic-nylon-kangaroo-leather suits prevent any position other than fetal.
3. Raising an arm allows bugs into the armholes of their tank tops.
2. It’s too hard to do one-handed stoppies.
1. They were too busy slipping their flip-flop back on.

Top Ten Reasons Why BMW Riders Don’t Wave Back

10. New Aerostich suit too stiff to raise arm.
9. Removing a hand from the bars is considered “bad form.”
8. Your bike isn’t weird enough looking to justify acknowledgement.
7. Too sore from an 800-mile day on a stock “comfort” seat.
6. Too busy programming the GPS, monitoring radar, listening to ipod, XM, or talking on the cell phone.
5. He’s an Iron Butt rider and you’re not!.
4. Wires from Gerbings is too short.
3. You’re not riding the “right kind” of BMW.
2. You haven’t been properly introduced.
1. Afraid it will be misinterpreted as a friendly gesture.

And Finally…

Top Ten reasons Metric Cruiser Riders don’t wave back

10. New leather jacket was purchased at the same size as suit jacket.
9. Didn’t know that the bike wouldn’t fly off the road if left hand was removed.
8. Was looking at the handle bars wondering what accessory could mount where.
7. Was wildly grasping at some valve under seat. (3.7 gals BAH!)
6. Rider was actually pulling up black socks and pulling down on jeans trying to close a few air gaps.
5. Rider was too caught up in reciting his mantra ‘Left hand clutch’ ‘Right hand Gas AND Front brake’ ‘Left foot Gears’ ‘Right foot Rear brake’ ‘And for Gods sake Both feet down at light’.
4. Waved after you went by. You just thought they didn’t wave.
3. Was searching GPS to find local Bike wash.
2. Rider wasn’t really waving, was doing wind airfoil test with hand and arm.
1. Rider was involved in trying to get new throttle stop to STOP.

Ethanol, the joke — good article from Business Week

Ethanol: A Tragedy in 3 Acts Epilogue: Get this Wasteful Show Off the Road The other negative aspect of this inefficient fuel is that numerous studies have found that ethanol creates less energy than is required to make it. Other studies have found that ethanol creates “slightly” more energy than is used in its production. Yet not one of these studies takes into account that when E85 is used, the vehicle’s fuel efficiency drops by at least 25% — and possibly by as much as 40%. Using any of the accredited studies as a baseline in an energy-efficiency equation, ethanol when used as a fuel is a net energy waste.

This is a very detailed article with some source references. It’s worth a read. One can only hope a few congress-persons will read it. Source as above. (Accessed May 7, 2006).  I’ve placed it here in full text for fear that one day it might not be accessible.

Ethanol: A Tragedy in 3 Acts

Amid the current panic about gas prices many people are embracing ethanol. But that’s not such a good idea

During the comment period for the RFG (reformulated gas) program, supporters of ethanol had argued that the volatile organic compound (VOC) emission standards in the program — 42 U. S. C. 7545 (k) (3) (B) (i) — would preclude the use of ethanol in RFG because adding ethanol to gasoline increases its volatility and raises VOC emissions, especially in the summertime.


The American Petroleum Institute v. the U.S. Environmental Protection Agency [Docket #94-1502 (Heard by the U. S. Court of Appeals for the District of Columbia Circuit and decided on April 28, 1995)]

If there were ever a time when the truth in advertising standards should be put back into place, it’s now — during the current (third) attempt to convince the public that the massive use of corn-derived ethanol in our gasoline supply will alleviate our need for foreign oil. Ultimately, the answer to just one question determines ethanol’s actual usefulness as a gasoline extender: “If the government hadn’t mandated this product, would it survive in a free market?” Doubtful — but the misinformation superhighway has been rerouted to convince the public its energy salvation is at hand.

Act I, Scenes 1 and 2

The use of ethanol to reduce our dependence on foreign oil is nothing new. We also considered it during our nation’s Project Independence in 1974, the year after the first Arab oil embargo. After the second energy crisis in 1979, an income tax credit of 40 cents per gallon of 190-proof ethanol produced was instituted as an incentive for refiners of ethanol to blend this product into gasoline.

Because this federal largesse now existed, within five years, 163 ethanol plants had been built — but only 74 of them were still in operation. As gasoline availability opened up in the 1980s and gas prices went down, many ethanol plants simply went out of business.

Shortly thereafter, in yet another attempt to broaden the product’s usage, Congress enacted a law that allowed car manufacturers to take excess mileage credits on any vehicle they built that was capable of burning an 85% blend of ethanol, better known as E85. General Motors (GM) took advantage of the credits, building relatively large volumes of the Suburban as a certified E85 vehicle. Although in real life that generation of the Suburban got less than 15 mpg, the credits it earned GM against its Corporate Average Fuel Economy (CAFE) ratings meant that on paper, the Suburban delivered more than 29 mpg.

Other manufacturers also built E85-capable vehicles — one such car was the Ford (F) Taurus. Congress may have intended simply to create a market for this particular fuel by having these vehicles available for sale. But what the excess mileage credits actually did was save Detroit millions each year in penalties it would have owed for not meeting the CAFE regulations’ mileage standards.

Act II, Scenes 1 and 2

In the mid-’90s the Clean Air Act of 1990 kicked in, mandating that a reformulated gasoline be sold in the nation’s smoggiest cities. So the Clinton Administration again tried to create an ethanol industry in America, by having the Environmental Protection Agency mandate that fully 30% of the oxygenates to be used in gasoline under that program come from a renewable source. But members of the American Petroleum Institute had already geared up for the production of Methyl Tertiary Butyl Ether (MTBE), their oxygenate of choice. The ensuing lawsuit was argued before the Court of Appeals for the District of Columbia on February 16, 1995.

The EPA took the position that it had been given a mandate to find ways to conserve the nation’s fossil-fuel reserves, so it needed a renewable fuel — and ethanol neatly fit that bill. But there were problems with that argument, not least of which was the fact that the judges could find no charter or mandate from Congress that gave the EPA the statutory right to do anything about fossil fuel, reserves or otherwise.

Even more damaging, the EPA’s own attorney admitted to the judges that because of its higher volatility, putting ethanol into the nation’s fuel supply would likely increase smog where it was used. One of the judges, on hearing that the EPA was actively promoting a substance that could in fact diminish air quality, wondered aloud, “Is the EPA in outer space?”

The final decision favored the American Petroleum Institute. The judges agreed that the EPA was bound by law only to promote items that would improve air quality — not to reverse the nation’s advances in smog reduction. That decision was apparently forgotten with record speed. In the summer of 2000, ethanol as an additive was mandated for the upper Midwest, including the city of Chicago and parts of the state of Wisconsin.

Act II, Scenes 3 and 4

After Asian economies had collapsed in the late ’90s, the price of oil had fallen to as low as $10 a barrel. Gasoline was selling in many parts of the U.S. for as little as 99 cents a gallon. But by 2000, the per-barrel price had risen to $32, and gas was averaging $1.55 a gallon nationally. As they are today, the nation’s drivers were incensed by the rising prices of gasoline and oil. And then reformulated gasoline made with ethanol hit Chicago and points north. Gas prices there suddenly soared over $2.00, with a few stations selling their product for as much as $2.54 per gallon.

At some stations in southeast Wisconsin, where reformulated gasoline wasn’t required and gas cost considerably less, pumps ran dry in the panic, as savvy consumers topped off their tanks. Citing the Lundberg Survey, the Associated Press on June 12, 2000, stated, “Dealers in the Midwest, where many cities use a reformulated gas blended with the corn derivative ethanol, are paying a premium at wholesale.”

Just a few months later, Brazil — which had worked toward energy independence since the mid-’70s oil crisis and had already mandated that the percentage of ethanol in its fuel be raised to 24% — was forced to import ethanol refined by the Archer Daniels Midland Co. (ADM) when the nation’s sugar-cane crop suffered a devastating drought. Brazil understood that a year of poor crops was just as damaging to its national fuel supply as Iran taking its oil off-market would be to the rest of the world.

Then came the third act in this ethanol play — and possibly the most misleading and disingenuous PR campaign ever.

Act III: Cue the Fact-Checker

It started with Congress, which mandated that even more ethanol be used to extend the nation’s fuel supply. From General Motors, an ad campaign called “Live Green, Go Yellow” gave America the impression that by purchasing GM vehicles capable of using E85 ethanol, we could help reduce our dependence on foreign oil.

What GM left out of its ads was that the use of this fuel would likely increase the amount of smog during the summer months (as the EPA’s own attorneys had admitted in 1995) — and that using E85 in GM products would lower their fuel efficiency by as much as 25%. (USA Today recently reported that the Energy Dept. estimated the drop in mileage at 40%.)

But one final setup for the public has gone unnoticed. At the Web site, www.fueleconomy.gov, which confirms the 25% to 30% drop in mileage resulting from the use of this blended fuel, another feature lets users calculate and compare annual fuel costs using regular gasoline to costs using E85.

But the government site’s automatic calculations are based on E85 selling for 37 cents per gallon less than regular gasoline, when the USA Today article reports that at many stations in the Midwest E85 is actually selling for 13 cents per gallon more than ordinary gas. Using the corrected prices for both gasoline and E85, the annual cost of fueling GM’s Suburban goes from $2,709 to $3,763. Hence the suggestion that truth in advertising should come back into play. Possibly GM could rename this ad campaign “Shell Out Green, Turn Yellow.”

Epilogue: Get this Wasteful Show Off the Road

The other negative aspect of this inefficient fuel is that numerous studies have found that ethanol creates less energy than is required to make it. Other studies have found that ethanol creates “slightly” more energy than is used in its production. Yet not one of these studies takes into account that when E85 is used, the vehicle’s fuel efficiency drops by at least 25% — and possibly by as much as 40%. Using any of the accredited studies as a baseline in an energy-efficiency equation, ethanol when used as a fuel is a net energy waste.

Furthermore, no one has even considered the severe disruption in the nation’s fuel distribution that mandating a move into ethanol would cause. Over the past month, gas stations from Dallas to Philadelphia and parts of Massachusetts have had their tanks run dry due to a lack of ethanol to blend. The newswires have been filled with stories bemoaning the shortage of trucks, drivers, railcars, and barges to ship the product. Ethanol can’t be blended at refineries and pumped through the nation’s gasoline pipelines.

The recent price spikes for gasoline have forcibly reminded the people of Chicago and Wisconsin of what happened when ethanol was forced on them during the summer of 2000. Moreover, the promise of energy independence that Brazil has explored through ethanol is widely misunderstood. Recently a Brazilian official, commenting on our third and most recent attempted conversion to ethanol, said that when Brazil tried using agricultural crops for ethanol, it achieved only a 1:1.20 energy conversion rate, too low to be worth the effort.


On the other hand, ethanol from sugar cane delivered 1:8 energy conversion, which met the national mandate. Unfortunately for us, sugar cane isn’t a viable crop in the climate of our nation’s heartland. But the part of Brazil’s quest for energy independence that the media usually overlooks is that ethanol wasn’t the only fuel source the country was working on: Its other, more important, thrust was to find more oil. To that end, last week Brazil’s P50 offshore oil platform was turned on. Its anticipated daily output is high enough to make Brazil totally oil independent.

More smog, infinitely worse gas mileage, huge problems in distribution, and skyrocketing prices for gasoline. Maybe now that we’re witnessing the third act in America’s ethanol play, the upcoming epilogue will close this show forever. Even great advertising works only if the product does.

A Note from the Author

To the Readers of BusinessWeek Online

I honestly appreciate the rapid and varied responses to my column on ethanol.

Rest assured, I am not in the pay of an oil company, nor has any oil company ever paid to sponsor my five-hour radio show in the Dallas Fort Worth area. In fact, my many writings and discussions on the current problems with the price of oil and gas have brought me numerous complaints from oil companies.

That said, I want to respond to some of your concerns.

1. With all respect, I have a problem with the idea that “good journalism” is reporting both sides of the story and “letting the readers or viewers decide.” Sadly, because so many practice that — however unevenly — everyone’s left wondering what is the real story is behind an issue. The whole concept is why today so many important issues are wrapped in obfuscation.

2. You think I “have no problem paying $3+ per gallon for gas.” Well, knowing the price of gas could be somewhat lower, paying that much does bother me, a lot. But I’m much more concerned about the average family in this country, raising kids; I worry that the current price of gasoline puts a burden on them that the budget can’t stand for much longer. But this assertion misses the entire point of my column: If you don’t like paying $3 a gallon for gasoline, then use E85 where available — and your effective costs for fuel, because of the dramatically reduced gas mileage you’ll get, will make that $3 per gallon more like $4.

3. I don’t believe the concept that Big Oil is “scapegoating ethanol to protect their market share” is accurate. According to my research on the subject, some oil investments cost upward of $5 billion or more. If there were a natural and viable market for ethanol, one would think that any oil company, rather than investing in large offshore platforms that are prone to hurricane damage, or doing business in regions of the world with known terrorist problems, would be better off simply buying millions of acres of farmland and growing ethanol crops to use in their fuel. Particularly as today there is a 51-cent-per-gallon direct tax credit on each gallon refined. Obviously, that would go a long way toward eliminating their federal taxes completely; so the very fact that oil companies don’t grow or refine ethanol leads one to believe it might not be a good business model.

4. I thank the gentleman who wrote saying I was the first to mention that ethanol has the potential to create more smog due to its higher volatility. I’ve long had a problem with the description of reformulated gasoline as a “cleaner burning fuel.” Then again, the one source I for that fact that I cite in the article is the EPA’s own attorneys, who were arguing their case before one of our Court of Appeals.

5. As for the gentleman who suggested that there is room for choices in fuels, I could not agree more. We should do more research to make that a reality.

6. On the subject of which study was done that either proves or disproves the energy equation on ethanol, I’ve read both Dr. Pimental’s papers and the more recent one by Alexander Farrell. The later paper suggests that ethanol is slightly positive on the energy scale, but Farrell points out that this is partially because of the byproducts from the process, from which one should subtract the energy used for those salable products. It doesn’t change the fact that once ethanol is used in gasoline, the vehicle’s fuel efficiency dives. Farrell also believes that the real answer for ethanol is cellulosic technology. The President mentioned that exact same thing in his State of the Union Address, days after Farrell’s paper was published. (We have been working on this issue since Project Independence in 1974, and we still haven’t found a way to refine ethanol by using cellulosic technology in any sort of cost effective manner. However, should that technological breakthrough happen, I am capable of reversing my position — but future technology is not the issue I addressed this week.)

7. I feel I did present both sides of the controversy: I cited two studies and two conclusions — and then added that Brazil’s 31-year quest for energy independence had created an ethanol market. But nothing is going to change one fact: Use the E85 ethanol blend; if you think you’re paying too much for fuel now, watch what your bills jump to then. (Or even with the 10% drop in mileage you get with less ethanol in the gasoline.)

8. While I have no proof on this comment concerning Bill Gate’s investment, one would think that the 51-cent per gallon direct tax credit would be a strong reason to move into ethanol.

9. Finally, as for some who suggest that Peak Oil is around the corner, maybe not. In Dr. Hubert’s time, the commonly held view was that the world started with 2 trillion barrels of recoverable oil. In the late nineties, the United States Geological Survey put that number closer to 3 trillion barrels. Now the head of Shell Canada has suggested that the Canadian Tar Sands holds 2 trillion recoverable barrels. Add into that mix the fact that the Rand Corporation released a study last August that claims the Green River Formation in Western Colorado likely has one trillion recoverable barrels and suddenly Peak Oil doesn’t look like it is going to happen anytime soon. This is not to be confused with the end of cheap oil, which may well happen in our lifetime.

Thanks to everyone for caring enough about the issue to write.

Ed Wallace

570 KLIF AM Dallas

Fort Worth Star Telegram

Business Exchange related topics:
Global Power and Energy
Global Auto Industry
Oil and Gas
U.S. Energy Policy

Ed Wallace is a recipient of the Gerald R. Loeb Award for business journalism, given by the Anderson School of Business at University of California at Los Angeles, and is a member of the American Historical Society. His column leads the Fort Worth Star-Telegram‘s “Sunday Drive” section. He reviews new cars every Friday morning at 7:15 on Fox Four’s Good Day, contributes articles to BusinessWeek Online, and hosts the top-rated talk show Wheels Saturdays from 8 a.m. to 1 p.m. on 570 KLIF.


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