Texas 10,000 Miles in 10 Days

Starting around 0600 on Saturday, May 4, I'm riding 10,000 miles in 10 days all in Texas.Xtreme! Iron Butt Association certification event challenges a riders' ability to manage risks, resources, problems and stresses of repeated long distance rides over a 240:00 hour period.  I'm doing this ride as an on the clock training exercise for the Iron Butt Rally (IBR) coming up in July.  You can follow along with me on the big Spotwalla Map below or zero in on the day by day tracks.

Spotwalla day maps  Click for current Texas Weather Radar

1. Sat, 5/4:  Wimberley - Orange - Harlingen - Del Rio, 1,074 - 1,074 leg - total miles
2. Sun, 5/5:  Del Rio - Big Bend - El Paso - Vega, 1,104 - 2,178 miles
3. Mon, 5/6:  Vega - Texline - Follett - Texarkana - Orange, 1,069 - 3,247 miles
4. Tue, 5/7:  Orange - El Paso - Van Horn, 1,016 - 4,263 miles
5. Wed, 5/8: Van Horn - Waskom - Wimberley, 1,020 - 5,283 miles
6. Thu, 5/9:  Wimberley - Laredo - Texline - Dalhart, 901/ - 6,185 miles
7. Fri, 5/10:  Dalhart - Ft Worth - Beaumont - Houston - Buffalo, 1,016 - 7,201 miles
8. Sat, 5/11:  Buffalo - Shamrock - Vega - Alpine, 1,012 - 8,212 miles
9. Sun, 5/12:  Alpine - Harlingen - Burleson, 1,069 - 9,272 miles
10. Mon, 5/13:  Burleson - Junction - Big Springs - Ozona - Abilene - Austin - Wimberley, 958 - 10,230 miles

Ride Report -- I write my ride reports around an organizing framework that captures the performance categories of long distance riding while under time requirements, or, "on the clock."

Riding and Risk Management:  There were no "close calls" while on this ride.  Unless, you consider a tornado warning a close call.  I define a "close call" as a surprise requiring an emergency action like a swerve, quick stop or evasive maneuver. Weather for the most part was good with some isolated patches of thunderstorm activity.  My rest management strategy helped keep me alert while riding.  I actively worked at managing risks.  Especially, in congested area, small towns, and while on open stretches of highway.  Anytime you can get back home in one piece after so many hours and miles in the saddle is a good thing.

The FLIR PathFindIR thermal imaging system I have installed on the GSA was invaluable.  It really helped me starting at dusk, through the night riding and early morning pre and post dawn riding.  The most dramatic plus is the reduced stress level riding at night.  I saw lots of warm blooded, heat generating, critters using the FLIR while riding.  In each instance I was better able to assess the threat and adjust the riding accordingly. 

Planning and Navigation:  The basic plan was ten legs of about 1,000 miles, +/- 100.  Riding time would start by 6 am and end before midnight.   I planned all 10 routes before the ride (see "Planning" below).   I purposely routed legs through large cities, small towns and over various types of highways and roads.  All the segment waypoints and the initial routes were loaded into by the zumo 665 and backup zumo 220.  I also had the MapSource/BaseCamp files on my computer which I carried with me on the ride to do mid ride re plans.  While navigating through small towns and congested areas paid special attention to how the zumo would route me through.  On several occasions I would over-ride the generated route in favor of a more effective path after zooming out the map.   I used the zumo 220 to do "what ifs" along the routes.  As the days progressed and the Spot track painted the paths on the map I wanted to avoid going over previous routes.  I changed several of the later leg routes to fill in the gaps on the map.

Ride Pace and Resource Management:  This was a major objective of this field training exercise.  I wanted to maintain a riding pace, over varying types of highways, through whatever weather, day and night.  This ride was about 80% op tempo of the Iron Butt Rally.  I also wanted to practice pit stop (refuel, refresh, repair) and rest stop procedures.  I spent each rest stop in a motel and got pretty good at down/up loading once parked at the motel.  During the IBR I will be spending most rest stops at motels so getting the routine down helped.  I kept an accurate log and documented each rest stop to IBR standards getting start and ending dated business receipts.  Because I'm using a Spot track I may not have to maintain a fuel log during the IBR but I plan to verify fuel DBRs and document the odometer reading on the DBR just in case. 

I hydrated while riding and most of my mid day meals were consumed while riding.  I use a 100 oz. CamelBak hydration system with insulated hose as well as a one litre drink bottle for tasty good no sugar drinks with electrolytes.  Morning meals consist of a high protein, low glycemic index bar with a cup of coffee.  Mid day meals are high protein bar, my own trail mix recipe with water or sugar free sports drinks.  I would eat another bar and some trail mix around sunset.  Upon arriving at the rest stop location I would pick a gas station/convenience store near the motel, get a pint of 2% or non fat milk, hearty sandwich, some fruit, chips and other goodies.  This purchase would establish the beginning of the rest stop.  I would return to the same location to get a cup of coffee, fill up and get an ending DBR. 

Ride Pace Stats:

• Total miles -- 10,230.2 GPS
• Total time -- 231:49
• Total moving time -- 147:28
• Total stopped time --  84:21
• Moving average MPH -- 69.4
• Overall average MPH -- 44.1

Fuel Consumption Stats:

• Total fuel stops -- 40
• Total fuel consumed --  271.05 Gallons
• Most fuel pumped  -- 9.147 Gallons
• Lowest/Average/Highest MPG --  30.2 / 37.5 / 42.8
• Total fuel cost -- $987.80
• Lowest/Average/Highest PPG -- $3.16 / $3.64 / $4.05

Lodging, Meals and Incidental Expenses:

• Lodging -- $582.29
• Pocket cash - $218.54
• Repair parts -- $69.55

Grand Total -- $1,858.18

Problem and Stress Management:  I was plagued by GPS audio problems starting on the first day.  This is an issue I have been experiencing with the zumo 665.  I am currently on my 3rd refurbished unit after the original failed before the 2011 Iron Butt Rally.  All the usual remedies seemed not to solve the issue.  While on the road I ordered a new wiring harness (cradle assembly) and had it over-nighted to my home near Wimberley.  At the end of day 5 I stopped at home to install the new cradle.  It seemed to work for some time, about 12 hours.  But, the issue came back.  I suspect the cradle is not stable at speeds over 70 MPH as the unit osculates somewhat in the Touratech mount.  So, doing the ride without audio is an inconvenience but not a critical issue.  It did cause some stress, as one might expect, until I resolved to ride without the audio for turn by turn or XM radio.  Navigation and WX radar were working just fine.

I was spending each night in a motel and getting quality sleep.  On the road I had several instances of bladder stress, 'cause I'm old, and I enjoy a couple cups of coffee in the morning.  I usually get about 2 hours down the road before I have to pay the 2 minute price of a comfort pit stop. 

I also experience a engine performance issue with the GSA which required a stop at Alamo BMW on day 4 to resolve.  They quickly identified the issue and applied their considerable expertise to correct the problem.  Kudos to Alamo BMW!!!  Thanks Comrades.

Personal Courage and Commitment:  This event has been on my bucket list for some time.  According to the IBA records no rider has ever done an "in state" 10,000 miles in 10 day or a SaddleSore 5,000 in Texas for the matter.  So, I figured with a little planning, some time and money I'd give it a shot.  My goal was to complete the ride and get home safe and sound.  I was prepared to stop the ride if pushing meant I'd have to exceed my skill abilities, the capabilities of the motorcycle or the limitation of the environment.  Also, I would not employ excessive speeds to make up for problems and delays encountered during the ride. Since I planned in more than 6 hours each night I would use that cushion to spend on delays.  During the IBR I will maintain rest discipline while striking a balance between task and pit stops to compensated for delays.  I plan on dialing back my planning OA/MA numbers to build in more slack time.  This will require me to plan better routes and riding the route more efficiently for all three legs.  My individual goals the IBR are better than 23rd position and another Gold Medal finish status.

On The Road Musings:  Around the edges...side to side...up one way...down another...and a whole lot of in between!

Monday - End of the ride -- 10,230.2 miles.  Ok, back at home safe and sound.  Stopped in Austin to get a picture of me and the GSA in front of the state capital.  Over the next couple of days I'll be doing up the IBA certification paperwork then update this posting with all the details about the ride.  So, check back if you like.

Friday -- End of Day 7, the GPS is showing 7,200.4 total miles.  At the end of day 5 when I stopped at home I was at 5,283.  So, lost a few miles over the last couple of days.  The GPS audio is working fine after I installed the new wiring harness while doing a pit stop at home on Wednesday.  I've noticed a couple more things I want to modify when I get back home.  On Thursday it was raining like crazy, huge thunderstorms, hail and even a tornado warning.  Most of the bad stuff was east of me as I was heading north.  Weather was good on Friday.

Tomorrow, Saturday, I work my way back through Dallas up towards the Red River then do a chunk of I-14 before heading to Alpine.  Tomorrow is scheduled to be an easy day with just over 925 miles.  I'll plan to pad my total miles with the wrap up rides on Sunday and Monday. 

Tuesday -- Day 4, over 4,200 miles and all is well.  Day 1-3 was all round the edges of the state.  Today was I-10, east to west.  Tomorrow will be I-20 from it's end just east of Van Horn all the way to the border town of Waskom, where I'll head towards Wimberley for a pit stop.  The riding has been great with lots of good weather.  I have had a few problems with gear and equipment.  First, the rear tire pressure sensor conked out.  Lost all the audio on my zumo 665 GPS.  No turn by turn, no XM radio, no MP3 player.  And if that wasn't irritating enough the wiring harness of the GPS is shorting out causing the unit to go wacko from time to time.  Called ahead for a new harness which is at home already.  Will got it changed out tomorrow.  The issue caused me to cut 100 miles off tomorrows' route to get home a little earlier to do the repairs.  Still, riding 1008 miles tomorrow so no sweat.

The GSA was acting up starting on Sunday.  I stopped at Alamo BMW and got it tended too.  The dealership was great and took care of the issue without delay. I was there about 1:20 minutes.  I go the owner to do a IBA witness sign off form.  All is good.



Planning -- See the Multi Route Leg Plan for details

Texas is a big state with lots of interstates and good highways. The planning strategy is 10 1,000 mile route segments each ending at a location with available motels.  The routes will crisscross the state using all available highways and roads.  I am on a 240:00 clock and  must keep an accurate fuel log, rest stop start/end receipts and account for time not riding due to delays.  I will be using Spot to mark key route points and for tracking as supplemental support information.  The Spotwalla day-by-day map links will be submitted to IBA as supplemental route documentation.  Start, enroute and finish witness forms are required for this IBA challenge ride. 

IBR Activities -- See An Organizing Framework for context

• Planning and Navigation -- Plan the ride and ride the plan
• Riding and Risk Management -- Ride within my skill limits, capabilities of the motorcycle and limitations of the riding environment
• Ride Pace and Resource Management -- Maintain a steady ride pace while managing fuel, hydration, food and rest
• Problem and Stress Management -- Apply critical thinking, understand the operational environment, solve the right problem, adapt to the dynamic conditions
• Personal Courage and Commitment -- Push through the tough situations while doing the right thing, at the right time, for the right reason
• Motorcycle, Riding Gear and Equipment -- Exercise the all the gear to discover opportunities for improvements

IBR Tasks Exercised

• Select a Leg Route
• Navigate Leg Route Segments
• Conduct a Pit Stop
• Document Activities
• Conduct a Call-In 
• Conduct a Rest Stop
• Conduct Enroute Repairs
• Prepare for Check Point Scoring

Published Articles

These are the published articles of interest to the long distance community that I have written.  They appeared in "IRON BUTT" magazine, the official publication of The Iron Butt Association.

Forward Looking Infrared for Long Distance Riders, page 30.  Also, check out my blog postings on FLIR:  The FLIR Project - Research, acquisition and installation.  Using FLIR While Riding - Hazard ID and detection techniques.

50cc Quest Gold Ride - Honoring George Wyman "The Hard Way", page 40.  Check out my blog posting for:  The George Wyman Memorial 50cc Challenge

Cape Fear 1,000 Rally

I'm participating in the Cape Fear 1,000 Rally.  The 29-hour Rally will begin at 10:00 a.m. (Eastern Time) on Friday the 19th . Each rider will choose from one of three possible starting locations: Batavia, NY, Union City, TN, or Wauchula, FL, and all riders will be due in Wilmington, North Carolina, not later than 3:00 p.m. on Saturday the 20th.  I will be starting from Union City, TN.   (The full Spotwalla Map)



The competitive object of the rally is to collect bonus points by riding to locations of the riders choosing.  All riders are given a list of bonus locations, of varying point values, spread all over the map.  They prepare a route through the bonus locations that will end at the Wilmington NC finish point all within the allotted 29 hours.
 
Planning the route involves an understanding of the ride pace, specifically, for moving average and overall average miles per hour.  Here's my approach to the planning.  I want to determine how many bonus locations I can ride to during the 29 hours of the rally.  My ride pace for the eastern US is around 63 MPH moving average and I'm going to use 45 MPH as an overall average.  Doing the math results in...

1. 29:00 event hours X 45 overall miles per hour = 1,305 planning miles
2. 1,305 planning miles / 63 miles per hour moving average = 20:40 riding time
3. 1,305 planning miles / 350 fuel endurance miles = 3 pit stops
4. 3 Pit stops X 0:10 per stop = 0:30 pit stop time
5. 6:00 planned rest stop
6. Bonus stop time = event hours - riding time - pit stop time - rest stop time
7. 1:50 = 29:00 - 20:40 - 0:30 - 6:00
8. Bonus stops = bonus stop time / 0:10 per stop 
9. 11 bonus stops = 1:50 / 0:10

So, I will plan a route of about 1,300 miles that snakes through 11 bonus locations with the highest point values I can fit into the 29:00 hours of the rally.  If the mapping software generates lower or higher travel times for the route then I will adjust accordingly.  I also want to identify opt in and opt out bonus locations during the last third of the route take advantage or compensate for riding pace in the first 2/3 of the route.  See Cape Fear RLPLite MS Excel spreadsheet for the start plan.(Available after the Rally)
 
Training Objectives:  I will be using the Cape Fear rally to practice many of the same tasks I expect to use while participating in The Iron Butt Rally in July.  See the list below.

Critical Rider Tasks

• Select a Leg Route
• Navigate Leg Route Segments
• Conduct a Pit Stop
• Conduct Bonus Collection
• Conduct Enroute Repairs
• Conduct a Call-In 
• Conduct a Rest Stop
• Prepare for Check Point Scoring

At the conclusion of the rally I want to examine the wear on the Anakee 3 tires I mounted at 12,100 miles.  I estimate that at the end of the rally and the trip home I will have almost 12,500 miles on the tires.

ROG -- Run Out of Gas Testing

The 2013 BMW R1200GS Adventure has a fuel rating of 51 MPG and a OEM stated fuel capacity of 8.7 US gallons.  Hardly anyone riding a BMW R1200GS gets that kind of MPG though.  Check out this cool site that tracks MPG by vehicle type:  Fuelly -- BMW R1200GS Adventure.  YMMV - Fuel consumption rate is dependent on many variables; sustained speeds, gross weight, wind direction, operating and rider characteristics.  Check out my Fuelly MPG states.

I'm doing some run out of gas testing on the GSA.  The purpose of this ROG testing is to determine the fuel endurance distance (FED) for a tank of fuel under differing ride pace conditions.  I define FED distance as 95% of the ROG distance.  See the testing method below.


Interstate highway 4/5 I-10, Boerne to near I-10/20 merge in west Texas

ROG Point/Stats

• Speed limit - 80 MPH, moderate crosswinds to quartering headwinds, 70-80F
• ROG Miles - 351 miles
• Mvg Avg  - 79 MPH
• Total gallons at fill up - 9.829 (9.069 + 0.760)
• Notes - The GSA low fuel light came on at 274 miles.  I rode 41.6 miles past GSA fuel range indicating zero.  Distance from ROG point to Cherry Creek gas fill up was 8.6 miles.  I estimate I used a 0.240 gallon based on 35.7 MPG

US and State highways 4/6, US90 Alpine to Del Rio to Boerne via hill country roads

ROG Point/Stats

• Speed limit(s) - 70-75 MPH, winds light, 60-70F
• ROG Miles - 373 miles
• Mvg Avg - 69 MPH
• Total gallons at fill up - 9.856 (8.875 + 0.981)
• Notes - The GSA low fuel light came on at 285 miles.  I rode 46.1 miles past GSA fuel range indicating zero.  Distance from ROG point to gas station was 1.7 miles.  I estimated I used 0.019 gallon based on 38.1 MPG

Secondary roads 4/10-13, Wimberley to Boerne to Wimberley via hill country roads

ROG Point/Stats

• Speed limit(s) - 35-65 MPH, weather was not an issue.
• ROG Miles - 421
• Mvg Avg - 55 MPH
• Total gallons at fill up - 9.767 (9.571 + .196)
• Notes - The GSA low fuel light came on at 320 miles on the GPS odometer and the GSA trip computer indicated 42 mile "Range." I rode 57.2 miles after the "Range" indicated zero.  Distance from the ROG point to the gas station was 1.9 miles.  I estimated I used .044 gallon based on 43.1 MPG

100ccc Stats 3/17-21, I-10/12/8 JAX - SDO - JAX (On the clock)

• Enroute Pit Stops = 13
• Start/Mid/Finish Stops = 3
• Fuel Stops at Rest Stops = 3
• Fuel used Start to Finish =  131.8 gallons (133.393 total minus start fill up of 1.593 gallons)
• Miles per gallon for event = 35.9 (4,735.1 GPS miles divided by 131.8 gallons)
• Highest/lowest MPG = 44.4 and 31.7
• Farthest fuel load distance = 341.1 miles
• Highest amount pumped = 8.831 gallons
• Total fuel costs = $533.56 (High $4.40, low $3.69 and average $4.01 per gallon)

Notes  After arriving home from the JAX dinner and 100ccc on Friday 3/22 the GSA indicated 21 miles left till zero on the fuel range counter. Today, 2/28, I fill up a quart sized MSR fuel bottle and got on the motorcycle to run out of gas.  This is my first ROG on the new GSA.  When the GSA Fuel range gauge hit zero I started an odometer on the GPS.  I was riding on I-35 at interstate speeds to burn up what was left in the tank after the ride back from Jacksonville.  By the time the motorcycle experienced complete fuel exhaustion I had traveled another 43.4 miles.  By this time I was doing a turn around via frontage roads off the interstate and pulled into the parking lot of a motel.  I could see an Exxon station less than a 1/4 mile away.  I poured the 0.25 gallons of gas from the MSR fuel bottle and rode to the Exxon.  There I put another 9.584 gallons into the tank.  That's a total of  over 9.8 gallons of fuel.  This is good information.  I will be confirming this with more ROG tests in the next couple of weeks.  I'll do a blog posting to document the results of this fuel endurance distance testing on the new bike.

Methodology:

During these tests the GSA is in near rally trim as far as vehicle weight is concerned.  Tires pressure is at normal rally trim riding pressures of 38 front and 44 rear when cold.  I note the wind direction to take into account effect on the test results.  This is usually not a big effect unless it is strong head or tail winds.

For each ROG category I start with filling the GSA normally, on the side stand, filled to within 2 inches of top of the filler neck.   I put one gallon into an gas container to use at the ROG point.  I'm careful to put just one gallon into the approved container so making the calculation of total gas added at the post ROG fill up more accurate.

Then, I zero the two MC trip meters.  On the zumo 665 I zero out the trip settings; max speed, moving and overall average MPH, odometer, riding and stopped time.  Though, I'm primarily interested in just two of these data points; Moving Avg MPH and Odometer. 

I maintain a normal riding pace for the speed limit and flow of traffic.  The idea is to duplicate my normal operational (on the clock) pace for the type of highway.  When the low fuel indicator/range activates on the GSA I take s screen shot of the GPS to document the odometer/Mvg Avg/fuel countdown data.   When the GSA fuel "Range" number goes to "--------" I zero one of the second GSA trip meter to track how many miles the bike traveled after showing zero "Range".  This also helps me calculate the fuel used from the ROG point to the fill up gas station to more accurately determine total fuel added.  At the ROG point I do a screen shot to document odometer and moving average data.

Applying this method across the different highway configurations helps compare FED among the various riding conditions I will experience doing rallies and the IBR in particular.  The Interstate Highway ROG data is the most significant as it represents the shortest FED I should experience while on the clock.  I will use this FED as my GPS fuel countdown distance.

LD Riding on the Clock -- An Organizing Framework

RIDECRAFT:  The collection of knowledge, skills and abilities used by a long distance motorcyclist to maintain a consistent ride pace, manage risk and achieve navigational objectives.

In my opinion, successful Iron Butt Rally riders are those who reach the final check point, in one piece, on time and with enough points to achieve their goals.  A rider applies his or her knowledge, skills, and abilities using the tools of the sport, in a balanced way among several interacting performance elements to achieve success.

Goal-setting ideally involves establishing specific, measurable, attainable, realistic and time-bounded (S.M.A.R.T.) objectives.  Complex activities involving people, tools, and performance requirements can be described using a systems approach; the process of understanding how things, regarded as systems, influence one another within a whole.  Contrast systems thinking with linear thinking, where the least important element is at one end and most important at the other and all others somewhere in between.  The graphic below represents an organizing framework and systems approach for understanding long distance riding under the constraints of a rally event.  (See: Concept of a system)

 
RIDER & TOOLS:  Riders physical condition, characteristics and aptitudes combine with the function and capabilities of the tools they choose.  A riders physical attributes -- strength and conditioning, circadian rhythm, visual acuity, mental faculties and emotional temperament -- are brought into play.  The rider selects tools, such as the motorcycle, riding gear, navigation, computer/communications equipment and administrative aids to use in the operational environment (roads, traffic, weather, while subject to event rules).

KNOWLEDGE, SKILLS & ABILITIES:  The rider acquires knowledge of how things or processes work, gains skill using the appropriate tools, and develops abilities to achieve event task objectives.  The rider brings his/her life experiences into the sport.  These life experiences can enhance a rider's ability to be successful.  Knowledge, skills and abilities are acquired through experiential learning or learning by doing.  Still other insights are gained through task analysis, modeling, simulation and purposeful practice.  Skills honed after many miles in the saddle, hours behind the computer, and drills using the tools in the operational environment strengthen the rider's ability to achieve task objectives.

PERFORMANCE CATEGORIES: The long distance performance elements work together, interactively and somewhat mutually dependent.  Each has a relative importance with some critical to success.  Balancing these performance elements helps develop skills and abilities. Managing the various elements together develops efficiency and effectiveness, which increases the chances for success.   Mismanage the performance elements and the system becomes unbalanced, causing problems.  

• Riding and Risk Management -- Fundamental to the sport is being able to ride the motorcycle for long duration, over long distances and in all operational environments.  Developing riding skills takes training in the basics and purposeful practice.  Managing risks means riding good risk offset, within the limits of ones skills and abilities, the limits of the motorcycle capabilities and the limits of the riding environment.   Maintaining situational awareness and managing the risks of the ride is critical to success and avoiding a crash.

• Ride Pace and Resource Management -- Effective use of time for riding, pit stops (refuel,refresh,repair,replan), task stops, and rest stops while efficiently consuming fuel, water, food and rest.  A grasp of the relationship between time, speed and distance is at the heart of the ride pace.  This can be expressed and measured by the moving  and overall average miles per hour metrics. (See ride pace analysis)  Understanding how the operational environment affects these averages is important.  Managing the resources to sustain a riding pace can be crucial to success.  

• Planning and Navigation -- Plan the ride and ride the plan.  Planning is a continuous activity while on the clock.  Crafting a route that achieves individual goals and being efficient navigating the route is a challenge. The rider employs knowledge of routing techniques and skill using tools to develop an achievable route plan given his/her consistent ride pace.  Rider skills and ability to navigate the route are challenged by the dynamics of the operational environment.  Plans are almost always revised during navigation so planning skills are a key to success.

• Problem and Stress Management -- Problems lead to stress....stress leads to problems.  Developing a solution for the right problem, that adapts to dynamic conditions, requires critical thinking and an understanding of the operational environment.  If problems are not dealt with effectively stress builds and eventually affects the balance among the performance elements.  Small problems can quickly lead to catastrophic failures. 

• Personal Courage and Commitment -- Facing uncertainty, adversity, fear and significant risk requires confidence, integrity, discipline and a commitment to do the right thing at the right time.  Mental-emotional attitude, competitive drive and commitment to fair play affect motivation in ways that enhance or hinder reaching the objectives/goals.

The various elements of the performance categories are the subject of study among long distance enthusiasts.  Some of these elements are objective and can be examined in quantitative terms.  Ride pace and resource management in particular.  Planning encompasses more than just selecting a goal achieving route.  Routing is fundamentally tied to ride pace and resource management.  But, optimal routing is very much a creative process. It incorporates the riders understanding of the whole system to achieve the desired goal..  Managing risk of the ride is an individual concern, but it interacts with all elements.  Still other performance elements are subjective, like solving problems, maintaining a positive attitude, dealing with stress.  Examining the interaction of the performance categories can lead to ways to enhance training, fine tune skills and get more enjoyment out of the whole experience. 

All LD riders balance these elements in ways that are unique to their individual knowledge, skills and abilities.  Abilities lacking in one category may be compensated by competencies in others.  Iron Butt Rally podium finishers have demonstrated their mastery of the complex relationship among these factors and performance elements.  Given their personal characteristics, knowledge and skills, they have developed the ability employ the tools of the sport to achieve near legendary status.   

After thoughts...

The tools of the sport get a lot of attention among LD riders.  Which bike is best, getting the right aux fuel tank, aux lighting, GPS, riding gear, and on and on.  These tools are important and there are qualitative advantages to be gained.  But, when they become the primary focus, out of the context of the organizing framework, it's easy to over emphasize the tools significance.

There are many paths to knowledge and multiple routes to success in long distance riding.  The LD community as a whole is tolerant of differing views and challenges to the conventional wisdom.  In my opinion this makes the arena of ideas much more informative, exciting and sometimes amusing.