DS Ride 03 - Nov. '06 - Orientation

PUTTING “DUAL” INTO DUALSPORT:
LOCKWOOD LOOP A

What. . . . . . . . . . . . . . . . . . . . . . . .Dualsport Ride, full day
When. . . . . . . . . . . . Meet Sunday, 5 November, 7:00 AM
Where. . . . . . . . . . . . . Meet @ BMW Ventura parking lot
Price. . . . . . . . . . . . . . . . . . . . . .You might need a $5 bill…
Contact. . . . . . . . . . . . . . Laine_MacTague@verizon.net

DS RIDE 03: ORIENTATION

WHERE WE GO

Meet @ VTA BMW (Newbury Park) @ 7:00AM Sunday 05th November. Show up on time with about 50 miles worth of fuel; we will be making an early fuel stop. If you are coming from the L.A. area or points south / east, contact me RE an alternate meeting place.

This ride will be made up of alternating paved and unpaved sections. At this point, the Day fire has eliminated two sections, but the small size of our group has made it possible for me to add in an unplanned section with private access.

The ride should take the whole day. As it is currently laid out, there are potential restaurant stops available about midway through, and near the end. Regardless, I still recommend bringing snacks, so we don’t have to stop if we don’t want to.


WHAT GOES

YOU MUST BRING . . . . . . . . . . . . . . . YOU SHOULD BRING:
Your bike (hope I can do this) . . . . . . Basic tool kit for your bike
Water (I bring a 3L camelback) . . . . .ATGATT
Driver’s license . . . . . . . . . . . . . . . . . . .Pressure gauge
Vehicle registration. . . . . . . . . . . . . . . Snacks
Proof of insurance . . . . . . . . . . . . . . . . A $5.00 bill – we may each need one

YOU MIGHT LIKE TO BRING . . . . . .I STRONGLY SUGGEST YOU DON’T BRING:
Camera . . . . . . . . . . . . . . . . . . . . . . . . . .Saddlebags
2-way radio . . . . . . . . . . . . . . . . . . . . . . 100% street tires
Cash (homeward restaurant stop) . . .Saddlebags
Air pump . . . . . . . . . . . . . . . . . . . . . . . . Passenger

If you still have 80-street / 20-dirt tires on your ride, you will have more fun in the sandy sections than me! There is a longish sandy bit on this ride, and the rides generally increase in difficulty, so consider blowing the $200 for a set of knobbies in the near future; they will continue to look more like necessary equipment as the Series progresses.

BTW, for thoughts on riding in sand, check out the Challenges article on the blog (find it in the archives). There are also a couple related Skills articles, dealing with steering techniques that are used in sand, and some discussion in the Techniques links. [Blog URL at bottom of this document.]


HOW WE GO

Pavement

Ride at a pace you are comfortable with. Never leave an intersection without making sure that the rider behind you sees you and knows what direction you are going. This will allow us to all ride our own pace and string out if need be, while still assuring that if any rider requires assistance, the rest of the group will be made aware of it. Remember, when you reach an intersection where some one has been waiting for you, that you may need to stop there and wait for the rider behind you as well! If we all follow these rules, you may see no one ahead of you on a curving road, but you will always see some one when we make a direction change. Also, you may be required to wait a few moments now and then if you ride quick, but you can always ride at a pace you enjoy, and still stay with the group.

— Formation —

The basic group riding formation is familiar to most riders. The lead rider rides to the left (usually) of the lane, with the second rider to the right and a few lengths back. The third rider is a similar distance behind the second, and so on. When the road gets more technically demanding, open up into a single-file formation. When we come to a stop at an intersection, tighten up into a two-abreast configuration at the stop. This will help us get through stops intact.

HOWEVER! If you are in formation and find yourself near a sensor at an intersection, make a point to put your bike over the sensor, even if it means no one can pull up beside you: I will be doing that at the front – there is usually a sensor adjacent to the crosswalk… We have already spent too much time waiting for impervious lights to change!!!

If you drop behind the sweep rider or make an obvious turn off the route without appearing to have a problem, it will be assumed that you have chosen to vacate the ride—the sweeper is not obligated to wait for riders who choose to drop behind him. If you opt to drop out of the formation, inform the leader if feasible. At least inform the sweep rider.

— Passing —

Other vehicles – When the group is passing a slower vehicle, assume that the rider in front of you has no plans to leave you room between himself and the vehicle he is passing, once he has passed it. Pass when you know its safe, not when you expect it will be.

Other riders in the group – Ride your own pace, and let others do the same. If you are behind a rider who is taking the turns a little slower than you would like, you should feel comfortable tapping your horn / flashing your lights to request to pass. Likewise, if a rider is maintaining position right behind you in the turns, keep an eye out for his high beam; if you see it, or hear a horn, slow and wave the rider past when its safe.

The leader— Honk or flash, just like with any other rider. I’ll letcha by. Just stop and wait if you get to an intersection and aren’t sure which way to go. If you miss a turn when out of sight, however, you have effectively left the ride (and are welcome to rejoin, of course).

— Communication —

I have included links on the blog (in the sidebar) concerning hand signals for riders. We seem to make use of them rarely, but it is nice to know it when the rider in front of you is waving for you to pass him, and not swatting at bugs. The ability to recognize a quick obstacle warning from the rider in front of you is also quite useful. The MSF-USA link is particularly valuable in this regard.

— Planned Stops —
Will discuss the morning of the ride.

— Known hazards —
Will discuss the morning of the ride.

Off-Pavement

Each off-pavement section of this ride can be easily circumnavigated, in whole or in part, so I will describe the go-arounds as we get to them, and if you are having no fun in a challenging section, you can take an alternate paved route and meet us where we get out of the unpaved portion. The most challenging section comes early in the ride: There will be a lot of sand. You can bail out of this one at a myriad of places, so at least give it the ol’ college try. Remember: Building skills now will pay off in spades on more challenging future rides.

On the other hand, don’t let the “group ride” factor get in the way of your personal goals (or lack thereof) for the day. Consider the Off-Pavement logistical info as only the most general of guidelines. Mostly, have fun!

— Formation —

Single-file formation will allow maximum maneouverability for avoiding obstacles. At slow speeds on easy terrain, we can ride closer together, but as speed increases, dust will likely force us to loosen up ranks considerably.

In August, the dust kept us widely spaced. A workaround is to ride in pairs. Ideally, the more experienced rider rides a few bike lengths behind and to one side of the less experienced rider. The front rider has only the road ahead to worry about, and the back rider has the road and the front rider to watch out for. The back rider can adjust his distance from the front rider such that billowing dust passes below his face. This formation is never a requirement, but can be fun, and will serve to keep us a little closer together. This is not a safe formation at high speeds: If the road becomes straight and level enough to allow a significant speed increase, this formation should be abandoned.

— Passing —

Remember to let other riders ride at their own pace, whether slower or faster. Passing on fire roads may require the slower rider to stop briefly, depending on terrain.

— Cruxes —

The lead rider generally stops at the beginning of a particularly challenging section of trail in order to allow other riders to gather. This way, information about the best lines can be shared. The lead rider then rides through the crux, stopping just past the end of the difficulty. Riders then follow, one at a time, through the crux section. This ensures that if a rider has trouble in the crux, help is available from both directions.

This will probably happen more on this ride than on the previous two: There are several extremely sandy sections, and a few steep climbs and descents, that may be better watched first, and then attempted.

— Communication —

The information we want to share off-pavement is sometimes different from what we communicate during a slab ride. A good example is a group of riders on a hilltop staring at a downed rider a quarter mile away where the road climbs up the face of the mountain. I would like to adopt some SCUBA signals for this sort of situation, until something better comes along: If you are concerned about a rider at a distance, put your hands together over or on top of your head, forming an O (for “Okay”) with your arms. If you see some one giving you this signal and you need assistance (or simply, if you need assistance), wave your arms around over your head. If you are okay, make the O sign (and remember not to wave your arms, but hold them steady for a moment in an O position).

Some of us brought radios on DS Ride 01. We never used them. They’re a good idea nonetheless, though not a requirement. I think they will become more useful as we progress, and I intend to bring them along again. We still have new riders, and are creating experienced riders: I expect we may separate a bit now and then, to allow each other to control the level of challenge we attain. If someone gets a flat while separated, the radios will suddenly be extremely valuable. Bring one if you have one.

— Planned Stops —
Will discuss at the gate.

— Known hazards —
Will discuss at the gate.

Consider yourself oriented. See you soon!
Laine MacTague