Bill’s Old Bike Barn and Americana Memorabilia

Collector Gone Wild!
by Robert H. Miller

Traveling along US Route 11, just north of Bloomsburg, Pennsylvania, you’re within sight of the I-80 overpass when you see a plain blue metal pole building with an old plastic back-lit sign hanging from a post. The sign reads “Bill’s Custom Bike Shop” and next to it is a smaller sign that reads, “Bill’s Old Bike Barn Out Back”. You follow the driveway up to a park-like clearing dotted with small concrete dinosaurs, a couple of full-sized fiberglass horses, and a covered entrance landscaped with flowers. Your first thought is, “Am I in the right place?”, until you see the old rusted motorcycle sitting in the yard.
When you enter, you’ll probably be cheerfully greeted by Bill Morris’ long-time partner, Judi Labach, who will brief you on the museum, but if you’re lucky, Bill (now eighty-one years-young) will be there to give you a guided tour of his masterpiece. You could spend a couple of hours looking around on your own, or you could spend three or four hours having Bill give you the history of everything on display and how he acquired it, but either way you’re about to be amazed.
Inside the museum there’s “Guzziland” – a wing of the building full of Moto-Guzzis most of which you probably have never seen before.

At the other end of the building is “Billville” – his collection of Americana including the original 1939 World’s Fair futuristic bedroom display complete with a 1939 television. Next door is the entire oak bar where the 1939 fair goers quenched their thirsts. Why the fascination with 1939? It’s Bill’s birth year. The main museum has an eclectic display of motorcycles from 1909 to 1979 including an extensive Harley-Davidson collection, a Rolls-Royce pick-up truck, and a corner with early marine engines – one is a 1929 Indian outboard.
This place is sensory overload and it will have your head swiveling like a bobble-head doll. You don’t know which way to look because everywhere you look there’s something you have to see. A 1909 Peugeot – its brass, copper, and steel shining like jewelry. Several ‘50s Road Kings with lots of chrome, tasseled grips and wide white-walls. A 1914 Triumph in a tasteful green with yellow pin striping. A gaudy day-glow orange 1978 Harley-Davidson Hummer mini-chopper. The best part is they’re all un-restored originals and they all run. Off to the side there’s an Evil Knievel pinball machine, a display of Michelin memorabilia that spans 80 years, and various military machine guns. Lining the walls are thousands of motorcycle and Americana memorabilia.




Allow plenty of time to look around Bill’s place. There’s enough to keep motor heads occupied all day and enough memorabilia to keep everyone else entertained for hours. Bill’s Old Bike Barn is at 7145 Columbia Boulevard (Route 11) just north of Bloomsburg. It’s open Thursday and Friday 10-6, Saturday 9-3, and Sunday 1-5. The phone number is (570) 759-7030. With this corona-virus thing, call ahead just to be certain.  Admission is $5. It’s one of the best five bucks you’ll ever spend. Don’t forget your mask!
You can check it out on the Web at www.billsbikebarn.com

Rock, Paper, Scissors

By Biker Billy

I am sure all of you know that old childhood game: Rock, Paper, Scissors.  For those of you who either had a deprived childhood or have lost too many brain cells to remember, the game goes like this—two players face each other and each makes a fist.  Then they raise and lower their fists three times, and on three they throw their choice of rock, paper, or scissors.  Rock is a fist, paper a flat hand, and scissors a pair of fingers held in a V shape.  The rules are simple: rock breaks scissors, paper covers rock, and scissors cut paper.  It is a fair game; anyone can win just so long as the opponent happens to choose the weaker option.  Often this game is used by children to decide the outcome of some issue that is not readily resolved by consensus, like who gets the good player on their team, or who gets to go first.

Well, I have a feeling that some so-called adults have invented a new version of this game, one that can be played to deadly consequences, and often for things of equally little value as who goes first.  I have seen it played on roads all over the country, even in my polite, peaceful mountain home.  Fortunately, I have not seen it played to the death or even major injury, but I have heard the stories of folks hospitalized for months or worse, killed.  I must admit that I too have succumbed to the temptation to play, though fortunately with no harm to anyone, aside from the psychic shock of knowing I just did something stupid that could have gotten me killed.  Heck, as I look back to my earlier days of riding a motorcycle in New York City, I remember being a master at the game; the fact that I am here to write this proves that I was undefeated.  However, ask any child—no one remains undefeated at Rock, Paper, Scissors forever; sooner or later winners become losers.  In my case, I can only believe that it is simply by the grace of God that I stopped playing before I lost.

In the new game played on our highways and byways, the issues being decided are never worth the consequences, especially to the loser.  For the winner the price of victory can often be cheap, even when the loser has lost his or her life.  The rewards for winning can only be valued by folks with a twisted value system, in my humble opinion.  The game has at least three choices for the players: truck, car, motorcycle, though sometimes you can add bicycles or mopeds.  The game is played for high stakes, as in life or death, yet the players never see that until it is too late.  The method of play varies according to the players, the road, and the momentary object in contention, but it always seems to start with a few basic mindsets on the part of the initiator—selfishness, disrespect, and maliciousness.  In reality it is not a game at all, but it is truly childish to engage in it.

It could be a bicycle hogging a whole lane on a twisty mountain road, forcing a motorcyclist to cross the double yellow to pass, or a motorcycle recklessly disregarding that same yellow line to pass a car.  A car and tractor-trailer playing tag, endlessly passing each other just so they can be “first” on the highway, or a pickup truck and sports car weaving in and out of crowded traffic to avenge some perceived affront to their man- or womanhood.  The examples are endless in their mutations, yet they all have a common thread: they are ignorant, the road is not a school playground, and road users are supposed to be adults.  While we hopefully can work our way through the “wear a mask in public or not” game — wearing a mask is designed to protect you and others — there are a few things that will not change.  Roadway confrontations are not a game of Rock, Paper, Scissors because there will always be the inherent unfairness of size.  It goes like this: truck crushes car, car flattens motorcycle, motorcycle smashes bicycle.  It is not a game, folks, so while we wage the good war to survive Covid-19, I would like to offer some sage advice, given to me by a highway patrolman in lieu of a ticket.  Let the idiot who wants to play games go, slow down, turn off the road, take an alternate route, don’t ever pull over to “talk it out.”  If they follow you, head to a place with lots of witnesses, or better yet to the local police station.  The only way to win in this game is to not play.  Ride Safe out there so you can ride another day.  Oh, by all means stay healthy and cover your pie hole with a mask in public!

Crushed Cauliflower

My friend Kelly from Asheville, North Carolina, told me about a dish that used cauliflower like mashed potatoes.  The idea sounded so good that I rode home and made it in my own fiery way.  The flavor of the cauliflower makes spuds look like duds.  I have served this to people who dislike cauliflower and they loved it. It’s a great way to get the little bikers in your house eat their veggies.

1 medium-size head cauliflower, cut into bite-size florets and steamed until tender

3 tablespoons butter, softened

1/4 teaspoon white pepper

1/4 teaspoon salt

1/4 teaspoon cayenne pepper

1/2 teaspoon garlic powder

2 tablespoons half-and-half

  1. In a food processor, combine the cauliflower, butter, white pepper, salt, cayenne, and garlic powder and pulse several times to break up the cauliflower florets.
  1. With the machine running, slowly add the half-and-half through the feed tube and process until the cauliflower is smooth. (If the cauliflower is very moist you may not need all the half-and-half.)

Makes 4 to 6 servings

Column copyright Bill Hufnagle 2020.  Recipe reprinted with permission from “BIKER BILLY’S HOG WILD ON A HARLEY COOKBOOK”, published by Harvard Common Press, Boston copyright Bill Hufnagle 2003.


Working From Home

Reducing Tire Wear By Reducing Tires

The Continuum Continued

By Greg Shamieh

I’d be the first to admit I am a contradictory guy.
On the one hand, the motorcycles I have the strongest emotional bonds with are all either classics or antiques. Carburetors? Check. Kick start? Check. Pushrods? Check and Check. The more analog and the less digital a motorcycle is, the more I’m likely to like it.
Stick a big LED display or a touch screen on it somewhere, and I’m 90% of the way to “Meh” before you even turn the key.
On the other hand, though, seeing the future of motorcycling happening right before one’s eyes can be pretty cool, too.
Back in January of this year, I wrote about the future of personal transportation, and how things like small electric motorcycles, scooters and e-bicycles had the ability to fundamentally change how people get around on urban areas. On the very edges of those changes were things like flying motorcycles – essentially human carrying drones – and a whole new category of self-balancing small electric skateboards. At the time – in January – that stuff seemed only a half-step removed from Star Trek or The Jetsons – almost crazy sci-fi stuff. Certainly not off the shelf, ride it to work tomorrow morning stuff.
Six months is now apparently officially an eternity.

Let me tell you what I mean.
Offspring and sometime riding buddy Finn really did lay down more than a few Franklins on a OneWheel Pint – the aforementioned electronically self-stabilizing gyro and accelerometer festooned skateboard. He absolutely loves the thing without reservation. My bud Triumph Paul came into contact with Finn’s ride and four days later Paul had one. I’ve watched Finn and Paul ride their OneWheels a whole bunch, and every time they buzz past someone who has never seen one before, I never get tired of the big googly eyes and jaw hitting the ground eating flies look of stunned incomprehension on the face of the new witness. Finn’s board is coming up on 1000 miles. Paul is using his to commute to work. I’m not sure if either of Triumph Paul’s Triumphs have been started in the last 2 months. Finn’s CB500F now lives back in my garage.

Sweet Doris From Baltimore and I were out on a cruise, hunting for a spot for a Holiday Picnic. As we rode up Maryland Route 67 – unofficially known as ‘The Bonneville Salt Flats of Washington County’ – an unidentified flying object started to come into focus on the right ride of the roadway. My normal cerebral silhouette identification computer was just throwing a stream of “Errors!” and “No Matches!” while I tried to figure out what I was looking at.
I got out of the gas as I realized I was about to overtake the thing – whatever it was – and did my best to bleed off enough speed to allow for a good gawk. When we got in close enough, it was me doing the googly eyes and jaw hitting the ground eating flies look of stunned incomprehension thing. Doing about 40 mpg on the shoulder of the highway was a thin youth on what was clearly a self-stabilizing electric unicycle. 40 mpg. By any generally accepted unicycle standard of speed, this is absolutely hauling ass.

I grinned the big grin of recognition, overtook UniLad, and rolled on up 67. As he receded in the rearview mirror, I saw the rider lift his arms slightly, and then hang the sharpest 90 degree left turn across the highway and into a side road that I have ever seen any wheeled vehicle make. You probably know how motocycles turn – countersteer, lean, set angle, apex, accelerate… This wasn’t that. It was just. BANGTURNED.

Crazy.

As luck would have it, as D and I were leaving the park we were scoping, UniLad pulled into the parking lot. I pulled right over and gave him a wave.
“Whoa Dude, is that a freaking electric unicycle? That’s Crazy! Our son has a OneWheel…”
“Yeah, man – this Uni’s from a company called Gotway. I’ve got a OneWheel, too. This is WAY better.”

Yeah, and in fact, it IS way better.

40 miles an hour and sixty mile range. When you get where you’re going you don’t park it, you just roll it in to where you’re going.
The Pint, while it is amazing, on a certain level, is still a V 1.0 kind of product. The company is still barely past the couple of dudes in a California Garage stage — the software is not completely bulletproof, and when it throws an error, it can hurt. OneWheel Pilots seem Ok with that – they keep climbing back on. Let’s get real, though, a motor and control unit that has to work through an eleven inch wheel and tire combination does not have a lot of mechanical advantage or packaging space working in its favor.

Change that 11 inch tire to an 18 inch tire, though, and the entire game has changed. There’s a reason serious dirt bikes use the largest front wheel that will fit – its rolls over things easily and is more gyroscopically stable whether its tracking or sliding. UniLad’s Gotway runs an 18 diameter motorcycle spec wheel sporting sticky dual purpose motorcycle tires. Finn sent me text tonight of a new model that has the same Dunlop SportMax 3s that are on his CB500F. Put that size tire on, and the size and torque output of the motor and the amount of space you have for battery packaging you can fit in there both rise dramatically. The new model Gotway has a choice of a 2000W or 2500W electric motor.

And it doesn’t even come close to stopping there. The OneWheel might be the limited success of a plucky California startup, but the electric unicycle thing is 20 or 50 or gawd knows how many tech companies in China having an all-out arms race – with each of them trying to one up each other with a groundbreaking new model every 4 months or so.

Kuji Rolls is the Electric Unicycle Universe’s version of a motorcycle journalist. Take a look at one of his latest video tests of a ride from a company called InMotion – their V11. The V11 is a full suspension unit. It has air adjustable preload, and fully adjustable springing, compression and rebound damping. Kuji runs the InMotion up and down stairs and it just flies though it. He ventures out into commuter traffic with it and it is maneuverable enough to slice though a sea of small commuter scooters like they are stationary traffic cones. The cornering and overall dynamics of the thing are almost incomprehensible, coming from the perspective of a motorcyclist. The V11 has an LED headlight and brakelight, and a tubular aluminum main stand. As of today, such a thing does not require a license or insurance. Yet.

Click the picture to go to a YouTube video. 

Folks piloting these unicycle speeders look like they rolled in right out of the pages of your favorite SciFi comic book. It doesn’t look like it should even be possible – these electronics seem to gently bend the laws of physics.
They didn’t even exist 6 months ago.
Six months from now, your motorcycle might even be parked.

Chuck Morgan Header

It’s A Spare!

Quirky

By Stevie Lynne

If I’m not out riding, I like living vicariously and reading about the experiences of others on their adventures. Foster Kinn is a biker/author whose outlook and stories I enjoy. He does a great job at highlighting funny or unique interactions with people he meets while on the road. Check out his book, Freedom’s Rush: Tales from The Biker and The Beast, as well as his FB page for yourself to see what I mean. A particular observation he made a couple of years ago stuck with me, because it’s hilariously accurate:

“Saw about a dozen and a half bikers pull into a gas station. After watching them stop at the pumps, start up their bikes and ride to the front of the convenience store, stop, then fire up their bikes again and take off, I’ve come to the conclusion that the most time consuming activity bikers engage in is finding neutral.”  -Kinn

I might not have understood how funny his comment is, if it didn’t turn out to be true when trying to get the Heritage into neutral. I think of it as this bike’s particular quirk. Once I’ve come to a complete stop with the bike still running, forget about finding neutral. It’s a waste of time unless I kill the engine first. That leaves me with a just a quick opportunity to shift into neutral as I’m coasting in, before I put my feet down.

I didn’t have this issue with my last bike, the Sportster. Neutral was always easy to find, but there were other little problems to deal with, lovingly or otherwise. The most annoying quirk developed on a soggy return from Myrtle Beach Bike Week. At the time, I still lived in Virginia and what should have been a somewhat quick seven hour blast up the interstate turned into a much longer ordeal.  With no rain in the forecast, I’d headed back early in the morning along with a friend. As we approached the South Carolina/North Carolina border, what we thought was a short thunderstorm hit. We’d hoped to wait it out at a fast food place, but the weatherman’s notoriety at being wrong rang true once again, and it turned out this shower was in to linger for a while. The constant soaking on the ride up through the state of North Carolina wreaked havoc with my turn signals.

At some point, I realized my left turn signal was blinking and wouldn’t cut back off. When I hit the switch on the right side, they both stayed on. I figured letting them run as hazards would be less confusing to the drivers around us, and added a bonus visibility to traffic coming up from behind. So we continued north, our own little 2 bike, flashing yellow parade. Once home, a mechanic buddy went through the lighting system and fixed it. We thought so anyway. The next time I was caught in rain, the blinker came on again. And the next time I washed it, blinking! After a while, I didn’t even have to get the bike wet for the flashing to start again. If it rained, the left signal turned on and would continue for a few days. Another friend went through the wiring, and couldn’t find anything wrong. It was a quirk I came to deal with, and plan my state inspections around as I knew it would never pass if there had been recent rain!

I’ve come to think of these quirks as something that makes riding interesting, and even makes the bike more endearing to the rider. After all, don’t we encounter quirks with our friends, family, and significant others? As far as people go you’ll find loud ones, squirrely ones, those that are hard to kick into gear, and those who are full speed ahead all the time. I love them and am thankful they love me too, quirks and all!
Stevie

Shiny designs: What are they good for?

By Geoff Uyehara

The hustle never ends. The study of design is as old as counting.  Every cycle magazine has an article about individual bikes and groups of bikes and their superiority and it can be the best section in the magazine. Why this one or that one is the best and why.   I like this over that with gear tech specs in every article.   No matter if it has a six or seven or a no shift gear box outfit, we all want to know what makes it go.  The clash of the valves to the whine (Chablis with gunflint coolness) of an electric motor will draw us to that field of gleaming trophies of design.

Creative ingenuity makes the machine better and faster or whatever it is being designed for i.e. a faster blender, a more powerful waffle iron or a cycle with perfect balance.   The local fix it up guy will transform it into a beast is a great start.  I am always interested in how we advance ideas and new concepts.  Discovering the nuances of how one product is more successful over another is a great trail to follow.

A favorite design path of mine is checking out the fours vs. twin setup discovery and what sets them apart and brings them together.  Big Vee Twins, parallel or opposing represent a long history of design.  Square fours, left to right or forward and back with big fours in-line, transverse or longitudinal represent another long line of design.  Singles, triples, five-cylinder bikes have their own tests to overcome. Reviews of apples and oranges and some similar things are great.  Articles about corner cycle shop creations and manufactures labs are light reading that might lead to a brainy change leading to better design and more money.  Creative work and invention drive the business world.  Showy design promotes opportunity for great experiences for everybody.

Twins:

Parallel twins are fun, I have three. Triumph, Yamaha, Honda, Benelli all make parallel twins that have been the choice of many racers and stars. The triumph speed twin set British Triumph up for decades. Yamaha made a copy and Kawasaki had a similar set up of the British parallel twin. Twin Vee’s dominate the big displacement market now in 2020. Most large manufactures produce 1500cc and up cycles that boast tremendous torque and power.  Handling is not exactly nimble through.

Fours:

Small fours and big fours are everywhere and have been for a long time. The famous Indian in line four that came from earlier in line four designs from the early 20th century inspired many riders and started the inline craze, but disappeared after ww2. Transverse in line fours took off with the Honda CB 75o in 1968 and variations then followed by a horde of manufactures. Varying designs can be found in classes of similar size and capability made by the thousands. Vee fours are almost in a class of their own.  The CBX is one of the biggest overgrown fours but the triumph 2300 takes the big three (almost a four) in the cycle range.  A Hyabusa 1300 has been a favorite along with a lot of big bore cross body fours like the 1300 Honda’s. BMW and lots of manufactures put four-cylinder motor rubber to the pavement.

Overall, in the scheme of things my choice would be a smooth-running transverse four, but big brute v twins with extra punch rule the sales charts now. Who knows how long that trend will be around, because the times are beginning to show that more nimble bikes are becoming vogue, perhaps a demographic and economic reality of today’s motorcycle buying groups?  The motorcycle buying crowd has all the options available but like me they can choose what they want no matter how much design went into their choice or the other choices. The best part is that we have lots of choices to choose from.

Geoff

My Continuing Education

By Eva Kineva

               The wind whipped through my vented helmet as I drifted through a freshly paved curve at 30mph. Upon completing the curve, a car swerves into my lane and the road cycle catches the curb. At thirteen years old, training for an open road race, I went headfirst into the pavement below. Laying on the ground in pain with my thoughts racing, I recognized that cycling was not meant to be. My two-wheel logic recognized that I could still have a future in riding on dirt or street but faster and wearing more gear. Thus, that was the beginning of my need for speed and owning a motorcycle (and yes at thirteen years old).

Twenty years passed of riding dirt bikes, quads and passenger on friends’ bikes. The opportunity for owning my first motorcycle came in 2015. While on break at work, I went onto the Harley Davidson website and began customizing a 2016 1200cc Sportster 48. Honestly, I had only done research on the bike but had yet to ride one. I had not yet known that the stock seat height would be inappropriate for my 5’3 size and the little over two-gallon tank would only take me about 60 miles max on the freeway. The bike was on order with my customizations including custom paint job, mags, handle bars and a stage 2 kit. Extremely ambitious for a beginner bike yet I was not going to settle for any size smaller than a 1200cc. Now I just needed to practice riding before the bike was delivered to the local dealership.

I was advised to take a motorcycle safety course which would provide the passing of the DMV drive test. As a new rider, I went above and beyond to sign up for multiple riding courses. Each course had their advantages and disadvantages but overall, improved my skills and awareness on the road. The initial course provided was through the local community and taught by law enforcement. The average cost for the courses were around $300 and provided a day and half of classroom instruction (to prepare for the written portion of the test) and a day and a half on pavement. The community course began pavement instruction with providing a motorcycle that potentially you may select for future riding. I stated that I had already purchased a 1200cc Harley and was provided an early 1990s Honda Rebel 250. The Honda had no ABS and leaked oil every time it came to a stop. No engine guards to protect the bike if dropped and was governed at 30mph. Despite the lack in differences, the bike was rideable for instruction on cornering and fast stops. The instructors also make a difference in the benefits of the course. I had an instructor who would yell commands, making myself jump out of my seat yet taught me to stay focus while riding. The instructor was leery of my recent Harley purchase as he encouraged a lower CC model (hence the Honda Rebel 250). I understood the rationale for safety and potential damage to a newly purchased bike, but I did not understand why I would purchase a bike that I would be bored on within a few months of purchase (I knew I would need more power). Thus, this three-day course was good for basic road instruction, but I still recognized there was much more to learn.

A few days following the course, I picked up my 2016 Sportster. Practicing on my own allowed for me to recognize the gaps in my road knowledge. Thankfully, Harley had a multi-level course for motorcycle riding instruction through their Harley Davidson Riding Academy. The course was designed like the community safety course. The academy offered their Harley Street 500 with multiple orange engine/safety guards. The positive of this course was the instructors provided information on the local area of riding. For example, if the windmills are turning on the hillside, you can guarantee it will be a windy ride through the mountain pass. The instructors were also serious on arrival time and if you were a minute late, you could not complete the course. I appreciated this aspect of the course, as their policy correlated to reaction time and responsibility on the road. In comparison of the two courses, the Harley course by far exceeded in quality of instruction and motorcycles.

A couple of years following the two courses and a few bikes later (2016 Harley Sportster 48, 2007 GXR 600 and 2016 BMW s1000RR) I decided to take my s1000RR to the track. Inspired by the races at the Laguna Seca track in California, I wanted to experience the full power and handling of my bike. With close to 200HP, I whipped around the corners of the track at Willows, California. I decided to take the Intro to Track Riding course and benefited from individual instruction. Classroom instruction discussed the language of the track and the definition of the flags. Every half hour to 45 minutes different experience levels of riding would enter the track. The first couple of laps were led by an instructor pointing out the sections of the track that required key observations when making sharp blind turns. The thrill of the track came from blinding the mirrors and being aware of the riders in front of you. The harnessing of skills came when keeping your line on the track and observing when to make the sharp turns. Finishing with a smashing speed on the straight sections. Although the track suit was impressively hot in 90 degree heat, the track course was necessary for the future of my riding. Thousands of miles later and my improved horsepower of the 2018 Street Bob (trade up from the Sportster) I continue to advocate for all riders to take a course. Happy Riding!
Eva

New Parts

By Jack Applebaum

I just dropped a bunch of money into my truck – new alternator, new timing belt package, and repaired suspension.  On our way home during the July 4th weekend and not far from home, the truck just quit with no A/C, no electricity, no power steering and no power brakes.  God provided a 7-11 that I could glide into while doing the strongarm routine on the steering and standing on the brake.  I coasted into an open parking area that had a slight uphill incline which worked great for the tow truck.  About thirty-seven years ago, I vividly recall being stuck on the side of the road for nearly five hours just waiting for a tow truck to show up (and with no nearby conveniences like a 7-11).  This time, our truck was on a flatbed and off to be fixed within two hours.  Getting a taxi proved much harder, but a wonderful sister-in-Christ who overheard our predicament offered to take us home.   Ultimately, repairs were a bit expensive, but the truck now runs better than ever.

What did we do before cell phones?  It really should be standard equipment when we ride.  Also, based on an article I read by another rider, it’s far better to have the phone safely tucked on your person rather than stowed on the bike while riding should you and your bike become suddenly separated.  I carry some tools but hardly enough for a serious breakdown.  My cell phone is my best tool to call for help and get things fixed.  I’ve been blessed to have few breakdowns while riding a motorcycle, and group riding makes a huge difference when things break.  People are practically standing in line looking for ways to help, and between all of them there are certainly enough tools (and the right tools) to take care of many of the standard problems.

The parallels of the above to our relationship with God are several.  The relationship between God and us was broken, and we needed to call out for help.  The repair was, in fact, expensive, but, in this case, we didn’t have to pay the bill.  It was so expensive that we could not have paid the bill, but God could.  Jesus Christ died on the cross to pay for our sin (our rebellion and subsequent separation from God) and offered a way – the only way – to fix the broken relationship.  Without Him, we were powerless and going nowhere fast.  However, even in our lowest point in our travels through life, God offers a refuge and the free gift of salvation to get us home.  My truck’s most recent breakdown ended up being a neat microcosm of a much larger spiritual experience.

God is there for us.  He puts others in our path for us.  He offers us a restored relationship with Him, and He can renew within us that which is spiritually broken.  “Create in me a pure heart, O God, and renew a steadfast spirit within me.” (Psalm 51:10, NIV)

God Speed.

In His Service, Jack

Annie

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