PUTTING “SPOR” INTO DUALSPORT:
BALLINGER LOOP A
BALLINGER LOOP A
What . . . . . . . . . . . . . . . . . . . . . . . . . Dualsport Ride, full day
When . . . . . . . . . . . . . . Meet Sunday, 04 February, 7:00 AM
Where . . . . . . . . . . . . . . . Meet @ BMW Ventura parking lot
Contact . . . . . . . . . . . . . . . . . . Laine_MacTague@verizon.net
More Info . . . http://ventura-county-dualsport.blogspot.com/
When . . . . . . . . . . . . . . Meet Sunday, 04 February, 7:00 AM
Where . . . . . . . . . . . . . . . Meet @ BMW Ventura parking lot
Contact . . . . . . . . . . . . . . . . . . Laine_MacTague@verizon.net
More Info . . . http://ventura-county-dualsport.blogspot.com/
DS RIDE 06: ORIENTATION
The green sections of this document are different from previous Orientation documents. If you have not seen this document before, please read it all. Everybody read the green bits:
WHERE WE GO
Looking toward Cuyama Valley from the high pass on Hwy 33
Meet @ BMW Motorcycles of Ventura County (in Newbury Park) @ 7:00AM Sunday February 4th. Show up on time with at least 45 miles worth of fuel. If you are coming from Ventura or anywhere up-coast of Ventura, contact me about a different meeting place if you desire (We are heading for Ojai).
This one is fairly out-and-backish: We will be exploring an OHV area and nearby National Forest trails in the Cuyama Valley area.
The ride should take the whole day, and days being as short as they are, these days, I expect it will be getting dark as we head homeward. We will be making a (non-obligatory) dinner stop at the same Ojai restaurant we stopped at last month.
BTW: I will try to have a GoogleEarth track of the rides done a few days prior to departure. I will email it to you on request (if you are a computer type, and know how I can post the .kmz file on the blog, let me know…).
WHAT GOES
Generally speaking, we have progressed to the point where knobby tires, while still not a necessity or requirement, will make a notable difference in the ease with which you can handle the trail. Consider blowing the $200 for a set of knobbies, either now or in the near future; they will continue to look more like necessary equipment as the Series progresses. If you have never tried them on your GS, you owe it to yourself to experience the difference. I know the shop has a lot of TKC 80’s in stock right now…
YOU MUST BRING . . . . . . . . . . . . . . YOU SHOULD BRING
Proof of insurance . . . . . . . . . . . . . . . . . .Basic tool kit for your bike
Water (I bring a 3L camelback) . . . . . . .ATGATT
Driver’s license . . . . . . . . . . . . . . . . . . . . Warm clothes
Vehicle registration . . . . . . . . . . . . . . . . .Snacks / lunch
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-way radio
YOU MIGHT LIKE TO BRING . . . . .I STRONGLY SUGGEST YOU DON’T BRING
Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . Saddlebags
Air pump . . . . . . . . . . . . . . . . . . . . . . . . . .100% street tires
Cash (in case of restaurant stop) . . . . . . .Saddlebags
Pressure gauge. . . . . . . . . . . . . . . . . . . . . .Passenger
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 road 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.
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 let the rider past.
The leader — Honk or flash, just like with any other rider. I’ll letcha by. If you get to an intersection and aren’t sure which way to go, just stop and wait. If you miss a turn when out of sight, however, you have effectively left the ride (and are welcome to rejoin, of course).
Un-Pavement
Here are a few technical suggestions regarding off-pavement riding that I often forget to share:
At this point, we are still just developing riding skills, and aren’t focused on learning about longriding equipment. Consider removing extra items that won’t be much use on these short rides, but could easily get broken. The most obvious leave-at-home at this stage is saddlebags, but you might consider removing GPS units, extra lighting, etc.
Consider lowering your tire pressure before beginning long unpaved sections. It increases traction. I found that becoming more comfortable with partial traction saves me the stop and the pumping up the tires later, but until you are comfortable sliding around a bit, enforce a tire pressure stop whenever you like. Remember though: Sliding the rear end around can be extremely useful off-road, and just being comfortable when it happens is itself of great value. I think it is easier to learn this skill on fully pressurized tires.
Cranking up the preload on the rear shock provides a firmer, more stable ride on bumpy roads.
Turning that little flathead screw head on the bottom of your rear shock (I am talking BMWs here; I don’t really know re other models) will also greatly improve off-road suspension. It is especially helpful on moguls, which we will all get to bob and weave slowly through along and over on this ride. I recommend turning it completely in, for starters.
You may want to bring along a wrench with which to remove and reinstall your mirrors. The mounting bolts are only about six bucks, but they are about the most likely thing to break when you tip over, and they are easy to remove and install.
If you have rubber inserts in your foot pegs, remove them – if not before leaving pavement, before leaving home.
We stand up a lot, off piste. If your brake and clutch levers are angled up high, sticking more or less horizontally off the handlebars, it will tire your wrists and forearms unnecessarily, to try to use the controls while standing. I found that turning them so that they angle downward from the bars (on my Dakar, about as far down as possible) makes controlling the bike while standing much less tiresome. You will likely need to loosen and lower the hand guards as well.
Disconnect your ABS before leaving the pavement!
Two-by-two — In the past, dust from other riders has 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.
Pace-line — Another formation we started experimenting with on DSR 05 is a sort of revolving pace-line formation. In this formation rider spacing is not a concern, but rider order is, and it changes continually: The lead rider pulls to the side after completing any section of notable challenge (a river crossing, difficult turn, rocky climb, etc), or just after a mile or two of riding. The following riders continue on with the rider who was previously second in line as leader. The previous leader watches to see that all riders come through the tricky section, and then joins on at the back, becoming the last rider. To do this well, each rider needs to keep track of how many riders are behind him at a given time.* This formation is valuable because it arranges that each rider is observed during challenging sections, the ride flow is not interrupted by repeated stops, it makes the ride itself feel more like a team effort, and each rider gets to experience leading, following, and sweeping. We have not tried this yet with large groups but it may prove valuable there as well. I will work this formation into the PLANNED STOPS, this ride, so we can explore its value further (see PLANNED STOPS section).
Cruxes [A crux is a short section of trail that is much more difficult that the majority of the trail – so much so that many riders will want to stop and scout / discuss it before riding it] — 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. We go one at a time so that if one rider falls in the crux, the next rider is not obliged either to do the same, or ride over his downed comrade.
* You should always keep track of this number when off pavement: It is a common courtesy on narrow unpaved or challenging roads to alert oncoming traffic to how many riders they should expect to encounter behind you. You do this by holding up a hand with the right number of fingers extended (if there are more than five riders following you… improvise). If, by the way, the road is so challenging that you can’t spare a hand to alert an oncoming rider, it might be best for you to slow down or stop for the rider to pass.
During DSR 04, radios came in handy on several occasions. They are a good idea, though not a requirement. I think they will become more useful as we progress, and I intend to bring them along this time. 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. Consider it safety gear. Speaking of communications, have a look at the Baehr Communication Systems equipment discussed on this page:
http://www.rawhyde-offroad.com/adventure_camp_tech.html
This might be a good idea, particularly when we begin doing multi-day rides.
PLANNED STOPS
1) P1 – Ojai 76 station – Fuel stop
There is no “planned” stop between Ojai 76 and the SB Pistachio Company just beyond Ventucopa, a distance of about 52 miles. The road is beautiful, winding, and mountainous. Some of us may want to spend a lot of time taking in the view, and some of us may want to wear those little rubber toothpicky things off the outer edge of our tread lines; I expect there will be several minutes (perhaps even 20 or so) between the first rider to arrive at SBPC, and the last one. We will leave the SB Pistachio stop 5 minutes after the last rider arrives there.
Some information about this section of roadway:
It is all Highway 33. Don’t expect to see riders waiting at intersections, because we make no turns on this stretch.
Start watching for ice on the road at the SECOND tunnel after the 76 station (8-10 miles?). There is a spring just after the second tunnel (actually, the 3rd; there are two tunnels within about 75 feet of each other…), which runs onto the road, and may be icy in the morning. After that, the road should be fairly dry until after it uses a hairpin to cross from the sunny southwest side of the valley to the shady northeast side. Start watching for ice / snow here, and keep worrying about it until you are in the Cuyama Valley (about mile 40). It was very minimal the whole way up, last week, and where it did exist, it was easily circumnavigable – but not if you approached it at 70 mph!
At mile 15 past the 76 station, you will pass the turn-off for Rose Valley. Memories…
At mile 31 / 32 you will be at the top of the pass – about 5100’ – near Mt. Pinos. Watch out that the view northeast doesn’t distract you from the fact that the descending curves are steeper, sharper, and potentially icier than anything else in the last 32 miles.
The road descends out of the mountains to the north, follows Cuyama Valley northward, and once it is out of the foothills beside the river, becomes incredibly straight. There are a couple gatherings of old buildings in Cuyama Valley, the town of Ventucopa being one of them. A little ways past this – at about mile 51 / 52 – is the SB Pistachio Company.
2) P1 – Santa Barbara Pistachio Company – Regroup after long paved section
3) D1 – Ballinger Canyon OHV Area: Gather in the parking lot to adjust tire pressure / suspension, talk about route
4) D1 – BCOHVA: Stop a few miles in, to divide group – one group to continue main trail, another to attempt more challenging trail
5) D1 – BCOHVA: Regroup at end of main trail (# 24)
6) D1 – BCOHVA: Gather at exit gate
7) P2 – SBPC: quick stop, refuel if needed
8) D2 – Qatal River Trail: Gather for tech talk (Some riders may opt for main Rd)
9) D2 – Qatal River Trail exit: First rider to reach where the trail exits riverbed onto dirt, stop and wait for last rider to come through please.
10) D2 – Qatal dirt road exit: First rider to reach where the dirt trail joins Qatal Cyn Rd proper (a broad, graded dirt road), stop and wait for last rider to come through please.
11) D2 – Gather (BRIEFLY) at rest stop near road seep to discuss possibility of lunch stop…
12) P3 – Possible lunch stop at the SCREAMING SQUIRREL!
13) P3 – First rider to the top of Qatal Cyn, please stop, & carry on behind the last rider to reach the top of Qatal Cyn.
14) P4 – Gather across street from Qatal Cyn Rd on Hwy 33
15) P4 – Gather to split group before beginning of Cuyama River Corridor: Some to take Hwy 33, others to take Cuyama River (bed) Corridor
About 7 miles of the riverbed is a designated NFS trail. Those who opt not to give it a try should be able to watch the antics from several spots on Hwy 33, which parallels the riverbed.
16) P4 – Tinta Cr trailhead: Regroup where 7n04a crosses river
17) P4 – 76 Station: Gather if needed, before going to restaurant
18) P4 – Ojai (Promenade): Gather at restaurant
KNOWN HAZARDS
There is one turn, low on Hwy 33, which is notably more challenging than any of the others and often catches riders unawares. At the time of this writing, there are “Loose Gravel” signs at the approach to this turn, from both directions. Be especially careful here on the way home; the turn is deceptive.
Two weeks prior to ride day there was still ice in a few spots on Hwy 33. The current stationary front is warmer and wetter; snow level is 5000’, which we will be above for about a quarter of a mile. However, anywhere over 3500 feet is suspect – lower on shady north-facing sections of roadway. The ice was nearly gone when I was there last week, and the weather has warmed up; I expect less or no ice and snow, but possibly more rock-fall to swerve around.
I was unable to get to Ballinger Canyon on a weekend. I saw two groups of riders in the parking lot there, and not a single rider on any of the trails further up canyon. I hear tell it can be crowded on the weekends, however. Surely the parking lot will be busy. Watch out for other riders at all times in the OHV area, even if it seems deserted. I recommend removing earplugs while in the area; we are not too noisy, and it is a great help to be able to hear a rider approaching around the next corner.
Qatal Cyn: Once the road leaves the valley floor and begins to climb the side of the canyon (beyond where we exit the riverbed), there is a shady hairpin that was entirely iced over when I was there last. To make matters worse, the ice had been covered with a thin layer of loose dirt, so you can’t really see the ice, but you can still slip on it. Watch for it, stay slow and close to the inside of the hairpin. And or, stop and scope it out first; the ice is well hidden. It may well be gone, though, by the time we get there.
Watch out for the usual suspects: Deer, other off-road vehicles, etc. A coyote nearly took me out, during my last research trip in Q Cyn.
PRIMARY CHALLENGE
If this rain doesn’t quit, the primary challenge will be getting me out of bed in the morning.
Assuming that the weather does not again become the primary challenge, even the easier options on this ride provide a number of challenges that will be new to many of us – but, I think, navigable to all. In general, the primary challenge for riders on the easier trails will arise from sand issues, and the primary challenge for riders on the more difficult trails will arise from single-track riding.
Riders who choose the more sedate options —
will encounter some sandy moguls, a fairly committing short climb, and a riverbed trail that covers – comparatively speaking – fairly stable sandy terrain. The entire group will have the opportunity to ride these sections together. The riverbed is a comparatively easy one to ride, and an excellent place to gain valuable experience in handling sand. It is amazing fun, I think, once you get the hang of it. I believe these challenges are within the capabilities of any of the riders who have come on VCDS rides thus far.
We will talk more about the fun bits at our stops. Meantime, if you have little experience in sand, I suggest reading about it in the Challenges post in the blog archives, and also reading about Steering with Feet / Knees (a Skills post, also in the archives). There is also information to be found elsewhere on the net (look at the Links section of the blog).
Riders who choose the more challenging options —
are doomed. Please notify your next of kin before joining the ride.
Actually, the single-track requires very smooth power control at extremely slow speeds. Imagine that painted circle they make you navigate at the DMV, only it has ruts and rocks and bumps and climbs and descents, and sometimes it is so crowded by plant life that you can’t stand up. There are few places where our speed will reach 10 or more mph. Traction, too, is seldom if ever an issue. The issue is how long you can feather the clutch and brake and ease the throttle gently back and forth, and shift your weight around effectively, without totally wearing out your forearms – at which point you will make a small mistake and end up sitting in a juniper bush beside the trail. But you only develop better control and stronger forearm muscles by practicing. If you choose the single-track, expect to fall over once or twice – but fairly slowly. Lastly, the more challenging Cuyama riverbed is quite sandy. The main skill needed is Steering with the Feet / Knees, but route finding on the fly is also very important: There isn’t, really, a trail: There are tracks, and it is generally harder to ride in them than on pristine ground. However, riding without following tracks requires rapid and continual assessment of the upcoming terrain. Just moving forward in the riverbed is pretty challenging, until you reach about 22-27 mph. At that speed, in order to assure sufficient lead time to avoid obstacles (the odd tree trunk / big rock / drop off in the broad riverbed), riverbed riders will need to look fairly far ahead, planning their broad sweeping turns early, and committing to them without looking down to see where exactly the front tire is headed. I have found that at those speeds, the river is easy to navigate if I can maintain my route finding, but if I fail at that, I usually have to stop completely, take in the terrain ahead, and start again. This is fine, except that getting from 0-25 mph is a little tricky, sometimes.
Riding this riverbed has been an amazing experience. If you ride this section, you will almost assuredly make serious leaps in competence with steering with the feet, steering with the knees, steering with the rear tire, rapid analysis of and reaction to approaching terrain changes, body positioning, and you will be pretty used to partial traction as well. I feel like I made a quantum leap in skill level in about six miles.
Having said all that, I should add that if this rain stops by Tuesday, and is followed by a few days of dry weather, terrain conditions may well be ideal; the mud should be drying out, and the sand will be freshly compacted, with few if any new tracks in it. Awesome!
If, after reading them, you have anything to add to the Skills posts in the blog archives, please don’t hesitate to append comments to the posts. Likewise, I would appreciate urls of other web pages with good information.
Consider yourself oriented. See you soon!
WHERE WE GO
Looking toward Cuyama Valley from the high pass on Hwy 33Meet @ BMW Motorcycles of Ventura County (in Newbury Park) @ 7:00AM Sunday February 4th. Show up on time with at least 45 miles worth of fuel. If you are coming from Ventura or anywhere up-coast of Ventura, contact me about a different meeting place if you desire (We are heading for Ojai).
This one is fairly out-and-backish: We will be exploring an OHV area and nearby National Forest trails in the Cuyama Valley area.
The ride should take the whole day, and days being as short as they are, these days, I expect it will be getting dark as we head homeward. We will be making a (non-obligatory) dinner stop at the same Ojai restaurant we stopped at last month.
BTW: I will try to have a GoogleEarth track of the rides done a few days prior to departure. I will email it to you on request (if you are a computer type, and know how I can post the .kmz file on the blog, let me know…).
WHAT GOES
Generally speaking, we have progressed to the point where knobby tires, while still not a necessity or requirement, will make a notable difference in the ease with which you can handle the trail. Consider blowing the $200 for a set of knobbies, either now or in the near future; they will continue to look more like necessary equipment as the Series progresses. If you have never tried them on your GS, you owe it to yourself to experience the difference. I know the shop has a lot of TKC 80’s in stock right now…
YOU MUST BRING . . . . . . . . . . . . . . YOU SHOULD BRING
Proof of insurance . . . . . . . . . . . . . . . . . .Basic tool kit for your bike
Water (I bring a 3L camelback) . . . . . . .ATGATT
Driver’s license . . . . . . . . . . . . . . . . . . . . Warm clothes
Vehicle registration . . . . . . . . . . . . . . . . .Snacks / lunch
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-way radio
YOU MIGHT LIKE TO BRING . . . . .I STRONGLY SUGGEST YOU DON’T BRING
Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . Saddlebags
Air pump . . . . . . . . . . . . . . . . . . . . . . . . . .100% street tires
Cash (in case of restaurant stop) . . . . . . .Saddlebags
Pressure gauge. . . . . . . . . . . . . . . . . . . . . .Passenger
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 road 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 without spreading the group out much.— Passing —
Other vehicles — When the group is passing a slower vehicle, assume that the rider in front of you has no plans to leave room for you between himself and the vehicle he is passing, once he has passed it. It’s nice when the rider in front of you can leave you a space to follow behind, but it is not a requirement, nor is it always even possible. Look out for yourself.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 let the rider past.
The leader — Honk or flash, just like with any other rider. I’ll letcha by. If you get to an intersection and aren’t sure which way to go, just stop and wait. 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.Un-Pavement
Here are a few technical suggestions regarding off-pavement riding that I often forget to share:
At this point, we are still just developing riding skills, and aren’t focused on learning about longriding equipment. Consider removing extra items that won’t be much use on these short rides, but could easily get broken. The most obvious leave-at-home at this stage is saddlebags, but you might consider removing GPS units, extra lighting, etc.
Consider lowering your tire pressure before beginning long unpaved sections. It increases traction. I found that becoming more comfortable with partial traction saves me the stop and the pumping up the tires later, but until you are comfortable sliding around a bit, enforce a tire pressure stop whenever you like. Remember though: Sliding the rear end around can be extremely useful off-road, and just being comfortable when it happens is itself of great value. I think it is easier to learn this skill on fully pressurized tires.
Cranking up the preload on the rear shock provides a firmer, more stable ride on bumpy roads.
Turning that little flathead screw head on the bottom of your rear shock (I am talking BMWs here; I don’t really know re other models) will also greatly improve off-road suspension. It is especially helpful on moguls, which we will all get to bob and weave slowly through along and over on this ride. I recommend turning it completely in, for starters.
You may want to bring along a wrench with which to remove and reinstall your mirrors. The mounting bolts are only about six bucks, but they are about the most likely thing to break when you tip over, and they are easy to remove and install.
If you have rubber inserts in your foot pegs, remove them – if not before leaving pavement, before leaving home.
We stand up a lot, off piste. If your brake and clutch levers are angled up high, sticking more or less horizontally off the handlebars, it will tire your wrists and forearms unnecessarily, to try to use the controls while standing. I found that turning them so that they angle downward from the bars (on my Dakar, about as far down as possible) makes controlling the bike while standing much less tiresome. You will likely need to loosen and lower the hand guards as well.
Disconnect your ABS before leaving the pavement!
— Formation —
Standard — 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.Two-by-two — In the past, dust from other riders has 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.
Pace-line — Another formation we started experimenting with on DSR 05 is a sort of revolving pace-line formation. In this formation rider spacing is not a concern, but rider order is, and it changes continually: The lead rider pulls to the side after completing any section of notable challenge (a river crossing, difficult turn, rocky climb, etc), or just after a mile or two of riding. The following riders continue on with the rider who was previously second in line as leader. The previous leader watches to see that all riders come through the tricky section, and then joins on at the back, becoming the last rider. To do this well, each rider needs to keep track of how many riders are behind him at a given time.* This formation is valuable because it arranges that each rider is observed during challenging sections, the ride flow is not interrupted by repeated stops, it makes the ride itself feel more like a team effort, and each rider gets to experience leading, following, and sweeping. We have not tried this yet with large groups but it may prove valuable there as well. I will work this formation into the PLANNED STOPS, this ride, so we can explore its value further (see PLANNED STOPS section).
Cruxes [A crux is a short section of trail that is much more difficult that the majority of the trail – so much so that many riders will want to stop and scout / discuss it before riding it] — 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. We go one at a time so that if one rider falls in the crux, the next rider is not obliged either to do the same, or ride over his downed comrade.
* You should always keep track of this number when off pavement: It is a common courtesy on narrow unpaved or challenging roads to alert oncoming traffic to how many riders they should expect to encounter behind you. You do this by holding up a hand with the right number of fingers extended (if there are more than five riders following you… improvise). If, by the way, the road is so challenging that you can’t spare a hand to alert an oncoming rider, it might be best for you to slow down or stop for the rider to pass.
— Passing —
Remember to let other riders ride at their own pace, whether slower or faster. Passing on fire roads may requite the slower rider to stop briefly, depending on the terrain. If Phil comes up behind you on his 650 and honks, let him by! If we are making conscious use of the Pace-line formation, though, the only passing is the entire group passing the leader after a tricky spot.— 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).During DSR 04, radios came in handy on several occasions. They are a good idea, though not a requirement. I think they will become more useful as we progress, and I intend to bring them along this time. 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. Consider it safety gear. Speaking of communications, have a look at the Baehr Communication Systems equipment discussed on this page:
http://www.rawhyde-offroad.com/adventure_camp_tech.html
This might be a good idea, particularly when we begin doing multi-day rides.
PLANNED STOPS
1) P1 – Ojai 76 station – Fuel stop
There is no “planned” stop between Ojai 76 and the SB Pistachio Company just beyond Ventucopa, a distance of about 52 miles. The road is beautiful, winding, and mountainous. Some of us may want to spend a lot of time taking in the view, and some of us may want to wear those little rubber toothpicky things off the outer edge of our tread lines; I expect there will be several minutes (perhaps even 20 or so) between the first rider to arrive at SBPC, and the last one. We will leave the SB Pistachio stop 5 minutes after the last rider arrives there.
Some information about this section of roadway:
It is all Highway 33. Don’t expect to see riders waiting at intersections, because we make no turns on this stretch.
Start watching for ice on the road at the SECOND tunnel after the 76 station (8-10 miles?). There is a spring just after the second tunnel (actually, the 3rd; there are two tunnels within about 75 feet of each other…), which runs onto the road, and may be icy in the morning. After that, the road should be fairly dry until after it uses a hairpin to cross from the sunny southwest side of the valley to the shady northeast side. Start watching for ice / snow here, and keep worrying about it until you are in the Cuyama Valley (about mile 40). It was very minimal the whole way up, last week, and where it did exist, it was easily circumnavigable – but not if you approached it at 70 mph!
At mile 15 past the 76 station, you will pass the turn-off for Rose Valley. Memories…
At mile 31 / 32 you will be at the top of the pass – about 5100’ – near Mt. Pinos. Watch out that the view northeast doesn’t distract you from the fact that the descending curves are steeper, sharper, and potentially icier than anything else in the last 32 miles.
The road descends out of the mountains to the north, follows Cuyama Valley northward, and once it is out of the foothills beside the river, becomes incredibly straight. There are a couple gatherings of old buildings in Cuyama Valley, the town of Ventucopa being one of them. A little ways past this – at about mile 51 / 52 – is the SB Pistachio Company.
2) P1 – Santa Barbara Pistachio Company – Regroup after long paved section
3) D1 – Ballinger Canyon OHV Area: Gather in the parking lot to adjust tire pressure / suspension, talk about route
4) D1 – BCOHVA: Stop a few miles in, to divide group – one group to continue main trail, another to attempt more challenging trail
5) D1 – BCOHVA: Regroup at end of main trail (# 24)
6) D1 – BCOHVA: Gather at exit gate
7) P2 – SBPC: quick stop, refuel if needed
8) D2 – Qatal River Trail: Gather for tech talk (Some riders may opt for main Rd)
9) D2 – Qatal River Trail exit: First rider to reach where the trail exits riverbed onto dirt, stop and wait for last rider to come through please.
10) D2 – Qatal dirt road exit: First rider to reach where the dirt trail joins Qatal Cyn Rd proper (a broad, graded dirt road), stop and wait for last rider to come through please.
11) D2 – Gather (BRIEFLY) at rest stop near road seep to discuss possibility of lunch stop…
12) P3 – Possible lunch stop at the SCREAMING SQUIRREL!
13) P3 – First rider to the top of Qatal Cyn, please stop, & carry on behind the last rider to reach the top of Qatal Cyn.
14) P4 – Gather across street from Qatal Cyn Rd on Hwy 33
15) P4 – Gather to split group before beginning of Cuyama River Corridor: Some to take Hwy 33, others to take Cuyama River (bed) Corridor
About 7 miles of the riverbed is a designated NFS trail. Those who opt not to give it a try should be able to watch the antics from several spots on Hwy 33, which parallels the riverbed.
16) P4 – Tinta Cr trailhead: Regroup where 7n04a crosses river
17) P4 – 76 Station: Gather if needed, before going to restaurant
18) P4 – Ojai (Promenade): Gather at restaurant
KNOWN HAZARDS
There is one turn, low on Hwy 33, which is notably more challenging than any of the others and often catches riders unawares. At the time of this writing, there are “Loose Gravel” signs at the approach to this turn, from both directions. Be especially careful here on the way home; the turn is deceptive.
Two weeks prior to ride day there was still ice in a few spots on Hwy 33. The current stationary front is warmer and wetter; snow level is 5000’, which we will be above for about a quarter of a mile. However, anywhere over 3500 feet is suspect – lower on shady north-facing sections of roadway. The ice was nearly gone when I was there last week, and the weather has warmed up; I expect less or no ice and snow, but possibly more rock-fall to swerve around.
I was unable to get to Ballinger Canyon on a weekend. I saw two groups of riders in the parking lot there, and not a single rider on any of the trails further up canyon. I hear tell it can be crowded on the weekends, however. Surely the parking lot will be busy. Watch out for other riders at all times in the OHV area, even if it seems deserted. I recommend removing earplugs while in the area; we are not too noisy, and it is a great help to be able to hear a rider approaching around the next corner.
Qatal Cyn: Once the road leaves the valley floor and begins to climb the side of the canyon (beyond where we exit the riverbed), there is a shady hairpin that was entirely iced over when I was there last. To make matters worse, the ice had been covered with a thin layer of loose dirt, so you can’t really see the ice, but you can still slip on it. Watch for it, stay slow and close to the inside of the hairpin. And or, stop and scope it out first; the ice is well hidden. It may well be gone, though, by the time we get there.
Watch out for the usual suspects: Deer, other off-road vehicles, etc. A coyote nearly took me out, during my last research trip in Q Cyn.
PRIMARY CHALLENGE
If this rain doesn’t quit, the primary challenge will be getting me out of bed in the morning.
Assuming that the weather does not again become the primary challenge, even the easier options on this ride provide a number of challenges that will be new to many of us – but, I think, navigable to all. In general, the primary challenge for riders on the easier trails will arise from sand issues, and the primary challenge for riders on the more difficult trails will arise from single-track riding.
Riders who choose the more sedate options —
will encounter some sandy moguls, a fairly committing short climb, and a riverbed trail that covers – comparatively speaking – fairly stable sandy terrain. The entire group will have the opportunity to ride these sections together. The riverbed is a comparatively easy one to ride, and an excellent place to gain valuable experience in handling sand. It is amazing fun, I think, once you get the hang of it. I believe these challenges are within the capabilities of any of the riders who have come on VCDS rides thus far.
We will talk more about the fun bits at our stops. Meantime, if you have little experience in sand, I suggest reading about it in the Challenges post in the blog archives, and also reading about Steering with Feet / Knees (a Skills post, also in the archives). There is also information to be found elsewhere on the net (look at the Links section of the blog).
Riders who choose the more challenging options —
are doomed. Please notify your next of kin before joining the ride.
Actually, the single-track requires very smooth power control at extremely slow speeds. Imagine that painted circle they make you navigate at the DMV, only it has ruts and rocks and bumps and climbs and descents, and sometimes it is so crowded by plant life that you can’t stand up. There are few places where our speed will reach 10 or more mph. Traction, too, is seldom if ever an issue. The issue is how long you can feather the clutch and brake and ease the throttle gently back and forth, and shift your weight around effectively, without totally wearing out your forearms – at which point you will make a small mistake and end up sitting in a juniper bush beside the trail. But you only develop better control and stronger forearm muscles by practicing. If you choose the single-track, expect to fall over once or twice – but fairly slowly. Lastly, the more challenging Cuyama riverbed is quite sandy. The main skill needed is Steering with the Feet / Knees, but route finding on the fly is also very important: There isn’t, really, a trail: There are tracks, and it is generally harder to ride in them than on pristine ground. However, riding without following tracks requires rapid and continual assessment of the upcoming terrain. Just moving forward in the riverbed is pretty challenging, until you reach about 22-27 mph. At that speed, in order to assure sufficient lead time to avoid obstacles (the odd tree trunk / big rock / drop off in the broad riverbed), riverbed riders will need to look fairly far ahead, planning their broad sweeping turns early, and committing to them without looking down to see where exactly the front tire is headed. I have found that at those speeds, the river is easy to navigate if I can maintain my route finding, but if I fail at that, I usually have to stop completely, take in the terrain ahead, and start again. This is fine, except that getting from 0-25 mph is a little tricky, sometimes.Riding this riverbed has been an amazing experience. If you ride this section, you will almost assuredly make serious leaps in competence with steering with the feet, steering with the knees, steering with the rear tire, rapid analysis of and reaction to approaching terrain changes, body positioning, and you will be pretty used to partial traction as well. I feel like I made a quantum leap in skill level in about six miles.
Having said all that, I should add that if this rain stops by Tuesday, and is followed by a few days of dry weather, terrain conditions may well be ideal; the mud should be drying out, and the sand will be freshly compacted, with few if any new tracks in it. Awesome!
If, after reading them, you have anything to add to the Skills posts in the blog archives, please don’t hesitate to append comments to the posts. Likewise, I would appreciate urls of other web pages with good information.
Consider yourself oriented. See you soon!
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