Taming of the saddle creak

April 22, 2015

Super Glue stopped my saddle creak. We'll see how it holds up.

Super Glue stopped my saddle creak. We’ll see how it holds up.

I recently endured 160 miles of saddle creak on a two-day ride. That was enough to drive me to take drastic measures in search of a repair.

I was going to “tame” that creak no matter what, mainly because I like the Avocet Gelflex saddle. I purchased a bottle of Super Glue and set to work. I drilled a 1/8″ hole into the saddle support where the rails meet at the front. They’re encased in plastic. The hole was deep enough that I could see the rails.

I had tried all the other remedies such as cleaning the rails, oiling, and even using a pull tie to brace the rails.

I then drizzled the Super Glue into the hole and didn’t stop until it started coming out of the hole. It was quite a bit of glue.

After letting it sit overnight I put back the saddle and went for a 23-mile ride with a steep climb of 15 percent. Silence!

I thought about using epoxy, but I wasn’t sure it would act enough like a liquid.

We’ll see how it holds up. [Still good after 200 miles] Be sure to cover the hole with tape in case you need to add more glue in the future.

Adventure ride in the Ventana Wilderness

April 20, 2015

A Big Sur moment at Carmel Highlands.

A Big Sur moment at Carmel Highlands.

And you thought bikes weren’t allowed in wilderness areas. They aren’t, but the forest service allows bicycles on Indians Road, which heads through the Ventana Wilderness Area in Los Padres National Forest — 98,000 acres of some of the wildest, most scenic California coastal mountains imaginable.

While I am late to the party, I finally made it, April 17-18, with several riders, two of whom rode extensively with Jobst Brandt on a ride similar to the one we took.

Jobst rode here in 2007 and 2008, and finally his last ride in 2010 (age 75), toward the end of his illustrious cycling days spanning more than 55 years.

Two-day loop
After trying various loops, John Woodfill, the primary ride sponsor, settled on a route that starts in Carmel Valley and ends at the Hacienda Lodge on day one (92 miles), a former hideaway of William Randolph Hurst, now located inside the Hunter Liggett Military Reservation, the largest Army reserve at 160,000 acres.

Day two (71 miles) took us on Indians Road over the rugged Santa Lucia Range and down to Arroyo Seco Road, then up Carmel Valley and back to our starting point.

While we are by no means the first cyclists to ride here, we may well be the some of the last. Landslides closed the road in 1994 and it’s now only open to hikers, equestrians and cyclists. I give it another 5-10 years before it becomes impassible by bike, assuming we have some wet winters.

Off to a good start
Our ride started around 9:45 a.m. after a drive from the Bay Area. Clear skies and moderate temperatures made for short-sleeve jersey riding. The ride to Hwy 1 on the busy Carmel Valley Road can be avoided for several miles by taking a left onto Rancho San Carlos Road and continuing on South Bank Trail and Palo Corona Trail to Hwy 1, avoiding several miles of traffic (had I only known).

Hwy 1, even on a Friday morning, has plenty of traffic, but it comes with the territory this time of year when tourists enjoy the fog-free coast, whale sightings and spectacular wildflowers. The high surf and strong wave action this day made for some inspiring views of the rocky shoreline below. While there wasn’t much of a tailwind, atypical for this time of year, at least there wasn’t a headwind.

The coast road stays in view of the ocean most of the time, with the inland excursion to Big Sur and Pfeiffer Big Sur State Park being the lone exception.

Beautiful bridges
Along the way you’ll enjoy some scenic bridge crossings over deep canyons cut by creeks flowing from the insanely steep mountains on your left. The iconic Bixby Bridge 13 miles south of Carmel never disappoints on a clear day, nor the look-alike Rocky Creek Bridge. Dozens of visitors milled about taking photos, selfie sticks now de rigueur. It was a far cry from 2011 when we had this stretch of Hwy 1 virtually to ourselves due to road closures.

At Big Sur we regrouped and had some food and drink from the local grocery store. Then the flats started. Ned Black had a flat and then another (bad tube). To assuage our bad luck we stopped at the Loma Vista Big Sur Restaurant next to Pfeiffer Big Sur State Park for more food, before continuing a short distance to the 700-foot summit, our highest point on Hwy 1.

Bob Walmsley enjoys the view on the Pacific Coast.

Bob Walmsley enjoys the view on the Pacific Coast.

Bob Walmsley and I traded off riding out front as the miles ticked by at a rapid clip despite the many ups and downs.

At Lucia we gathered once again, outdoing one another for who purchased the most expensive item from the only store around. There’s also a small hotel and restaurant for the well-heeled traveler. At 4 p.m. we still had plenty of time to reach the Hacienda lodge before dark.

Here's one way to keep rocks off the road. South of Lucia.

Here’s one way to keep rocks off the road. South of Lucia.

South of Lucia we came across one of the more remarkable road projects in California, a tunnel that’s only about 300 feet long and shaped like a square house. Pitkins Curve has seen many landslides, and a rock shed was the state’s elegant, if unconventional, solution.

Steep climb
Four miles from Lucia we turned left up Nacimiento-Fergusson Road to begin an arduous climb to the summit at 2,664 feet. The first 1.5 miles is the steepest, with one section of 14 percent. After that the grade becomes a more manageable 8-12 percent, with a more level section halfway up. The last mile is a continuous 10 percent grade, but there is little traffic.

On a day like today with clear skies and mild temperatures, the climb didn’t seem so bad, especially with the ocean views for half the distance. On the way we passed a motorist burning wood next to the road, a truly bizarre activity this time of day, around 4:30 p.m. Burn pits are in evidence in many locations with ocean views two thousand feet below, no doubt a popular spot to enjoy a warm summer night under the stars.

Nice view four miles up on the Nacimiento-Fergusson Road.

Nice view four miles up on the Nacimiento-Fergusson Road.

We sped down the eastern slope of Nacimiento-Fergusson, a twisty road that’s narrow and not conducive to building up speed. In a few miles we entered the drainage for the Nacimiento River. This is one of the more scenic roads in the area under a canopy of trees and a burbling creek on the right, all the more so as the sun began its descent and things cooled off on the warmer eastern slope of the Santa Lucia range.

We exited the canyon and entered the base (entry station closed here) to be welcomed by a broad grassy valley covered with giant oaks. It’s ideal terrain for military training, but the 60-ton M1 Abrams tanks (too heavy for the area bridges) that used to rumble over the hills are a thing of the past due to environmental restrictions.

A nice tailwind pushed us on the downhill to the base, crossing the metal grating bridge over the creek that feeds into Lake San Antonio nearby.

After a left onto Mission Road we entered the military base where we showed our ID as military personnel ran our names through a security database (presumably).

Hacienda lodge gives riders a respite.

Hacienda lodge gives riders a respite.

It’s a short ride to the hotel, a bright white mission-style building with Spanish tile roof perched on a hill. But first we headed to the PX for some food and drink, frequented mostly by military personnel.

Shangri-la in the wilderness
At the hotel we were greeted warmly by a manager who helped us find our keys in a lockbox, for which there was a combination provided in the email.

At $50 a room, complete with a queen-size bed, microwave, coffee maker, satellite flat-panel TV and fridge stocked with our morning breakfast, there wasn’t much to complain about! These less expensive private rooms came with a shared bathroom and shower, but the water was plentiful and hot.

For a sit-down meal the only place on the base — the hotel restaurant is now just a bar — is the nearby bowling alley, which serves delicious pizza, beer and soda. Highly recommended, but at 7 p.m. it was already too cool to eat outdoors on the patio and the mosquitoes buzzed with delight over having us for dinner.

Sleep came easily after covering 92 miles, climbing 7,470 feet, in nine hours.

Day 2 begins with Reveille

Around 7 a.m. we heard the sound of Reveille, but we were already up and about. After eating our breakfast we headed out around 8:10 a.m., clear skies and temps in the mid 40s, but within 30 minutes it would be short-sleeve jersey weather.

John Woodfill and Ned Black discuss next steps on Milpitas Road before the descent.

John Woodfill and Ned Black discuss next steps on Milpitas Road before the descent.

Heading north on Mission Road we passed the Mission San Antonio de Padua, founded in 1771. It became the foundation for a thriving community of 1,200 residents, but by the 1840s it had fallen into ruin.

We saw a reconstructed mission modeled after the original, but it still looks old.

We could have headed straight onto Del Venturi Road, but John had pioneered Milpitas Road and chose that as our route, a wide dirt road that took us gently uphill most of the way before a brisk descent back to Del Venturi Road.

As we approached a grove of trees we saw a large tan military vehicle parked and a solider outside waving us back. We immediately made an about-face.

However, to our good fortune an officer in a pickup truck following had radioed ahead and cleared us to pass a military exercise being held by Navy Seabees, who use this landlocked area to test their collective motto of Construimus, Battuimus or “We Build, We Fight.” Who knew?

Basically they spend time in the field practicing building structures while under fire. We saw numerous places where this activity was underway. One soldier warned us that they work with tear gas on occasion and need to close the public road.

While most of the roads on the base are “public” they can be closed at any time for military activities.

After repairing a couple of flats, we continued on the mostly smooth dirt road and entered Del Venturi just beyond the San Antonio River ford, which can be quite high after a rain. It can also be slippery.

Del Venturi Road climbs gradually through an oak-covered valley.

Del Venturi Road climbs gradually through an oak-covered valley.

We continued ever higher into the hills at a gradual climb through a spectacular valley filled with giant oaks. The scenery only got better as we passed exposed sandstone formations. I fully expected to see Captain Kirk and the Gorn battling it out because it looks just like the Vasquez Rocks in southern California.

We stopped to enjoy the scenery before plunging steeply down the paved road to the wooded Santa Lucia Memorial Park Campground. It was here that Ned took a spill when his wheel caught a rut in the dirt road. Fortunately he suffered nothing more than a sore hand and cuts on his right knee.

John leads the way through the Roosevelt Creek narrows.

John leads the way through the Roosevelt Creek narrows.

The Indians Road route is not so clear here, but we knew to take a right and cross Roosevelt Creek, with water up to the bottom bracket. A narrow canyon greeted us as we continued climbing away from the creek ever higher.

The road wasn’t all that bad, with the occasional loose spots and gravel to keep your attention.

At the final campground, Escondido, we turned right and started the real climbing, going around a closed gate in about a quarter-mile. Immediately ahead there’s a water tank where water can be tapped.

Testing our gears on Indians Road. Start of the steep stuff.

Testing our gears on Indians Road. Start of the steep stuff.

This began the steepest section of Indians Road for climbing, with some sections of 13 percent, loose and rocky. To make things harder, tall brush grows either side of the road, severely limiting your maneuvering.

I had to put a foot down in a couple of sections, but otherwise managed to keep riding at a slow pace.

Yucca plants seem to like it here.

Yucca plants seem to like it here.

Ticked off
At the 2,800-foot level at the end of the steep climbing, we stopped under some shade to regroup and check ourselves for ticks. We found plenty, probably the ubiquitous Pacific Coast tick. Between us we must have removed 15 ticks and there would be more to come as we stopped farther along.

But there was still more fun riding ahead. At 2,800 feet near the summit the road mellows out and goes straight across a high plateau where public works can be seen in the form of nicely done rock culverts.

Ned revels in the zen of tube patching.

Ned revels in the zen of tube patching.

As the road heads back into the mountain’s crevasses it twists and turns around every corner, narrowing to 10 feet in places where there are thousand-foot vertical drops. On top of this the road is littered with scree that demands your full attention.

Flats, flats, flats
As we began a gradual descent Ned flatted once again (a half-dozen flats in all). I stayed behind and helped with repairs while John and Bob continued on. When we didn’t show up at the infamous Adit slide they walked back minus bikes to see what was up.

Ned masters the Adit slide.

Ned masters the Adit slide.

Once repairs were complete Ned and I joined Bob and John at the slide where a bike portage is essential. It’s only 30 feet of narrow trail, but it’s a steep pitch of about 20 percent. The best way to get over is to push your bike from behind on the left side. Or have someone else do it, which is what happened in my case.

Adit slide close up. What's all the fuss?

Adit slide close up. What’s all the fuss?

At the north end of the slide there’s a spring in a rocky hollow where water drips constantly. At the base of the cave you’ll find some Stream orchids, the California state orchid. We refreshed ourselves and Bob filled his water bottle. Temperatures at this point were on the toasty side in the mid-80s.

While we didn’t see any rattlesnakes, we did come across a beautiful horned toad. It quickly left the road and hid in the bushes, but in full view of us. I was more accustomed to seeing a much less colorful version, so it was a special treat to see one so colorful.

We continued downhill on the rocky spoor hoping that we wouldn’t slash a tire or take a spill. Jobst slashed a tire on one ride, but had a spare. The descent was continuous at about 8-10 percent and not too bad for a road bike.

At the bottom we crossed a fork of the Santa Lucia Creek. As a final reminder that this is a challenging ride, we climbed 200 feet in 0.4 miles, grade about 13 percent. Then we hit pavement and the ride took on a new complexion.

Dirty water
At the Arroyo Seco Campground we found the water fountain, but a big sign said water needed to be boiled. Ned offered some iodine pills, so we had water for the long climb back to Carmel Valley 35 miles distant over a 2,200-foot mountain.

It was already 2 p.m. and we had covered a mere 35 miles. One 5-mile section took 1:16, stops included.

As we climbed out of the Arroyo Seco River drainage in the baking heat, it was our good fortune to find the Country Store open this year. We went inside to discover they had air conditioning and some interesting antiques for sale, but more importantly they had lots of cold Gatorade for the ride ahead. We traded stories with the store owner; dressed in cowboy hat and boots, he looked like someone out of the Wild West.

Filled with delicious cold fluids, we turned left shortly on E. Carmel Valley Road and began an 11-mile climb through some spectacular countryside with almost no traffic.

The climb begins gradually and steepens near the summit, but it’s never more than 10 percent. At the summit I continued on alone and enjoyed the long descent, one of the best in the region. The country road passes secluded creeks and dense trees as it winds down toward the Pacific Coast.

All the better, cool ocean air had made it into the valley, setting us up for a delightful ride in the late-afternoon sun.

At 5 p.m., 71 miles later (17 miles of dirt) we finished our ride and grabbed a bite to eat at the Carmel Valley grocery store, which makes some of the best sandwiches around.

Indians Road with its alluring scenery has high potential for things to go wrong. Be prepared. Bill Bushnell took his recumbent on the same route with a friend in fall 2009. They had their own kind of adventure ride, and a good time was had by all.

Shimano CN6701 chain lasts about 4,000 miles

April 16, 2015

Shimano 6701 chain lasted about 4,000 miles.

Shimano 6701 chain lasted about 4,000 miles.

I have assiduously cleaned my chains over the past 15 months and now the results are in. Swapping between two chains, cleaning them about once a month, they lasted about 4,000 miles each.

I use the Park chain-wear indicator tool and dump the chain between the 0.5 and 0.75 measurement. I found that the chain only needs a couple hundred miles to go from 0.5 to 0.75. Another interesting observation is that half the chain indicates more wear than the other half.

I use Simple Green to clean the chains. After removal I put it into a wide-mouth container and shake vigorously, then let sit for a day. I then remove the chain, wash it off with water and sun-dry.

For lubricant I am currently using ProLink ProGold. Before that I used Finish Line Dry. The ProLink seems to hold up a little better over the miles (doesn’t need more lubrication), but it’s not a big difference.

The days of using car oil are over; these fancy Shimano chains require a teflon-like lubricant that can penetrate the narrow gaps.

My Shimano Ultegra freewheel is still working well after three years and five months, about 22,000 miles. As soon as I start having chain skip, I’ll replace it.

Bicycle helmet bill – further study needed

April 11, 2015

Eastern descent of Mt. Hamilton, April 12, 1981. No helmets here. (Jobst Brandt photo)

Eastern descent of Mt. Hamilton, April 12, 1981. No helmets here (Jobst Brandt photo).

California SB-192, sponsored by 25th District Senator Carol Liu, has been sent back to committee for further study, according to the California Bicycle Coalition.

Liu’s office released a statement, first reported by former Streetsblog San Francisco editor Bryan Goebel, explaining the decision:

“The bill was amended to create a comprehensive study of bicycle helmet use in California and evaluate the potential safety benefits of a mandatory helmet law. Carol believes in consensus-driven policy, and there were too many conflicting opinions about helmet use. A study will provide the data needed to guide us to the next step.”

In a recent interview with Liu on KQED public radio (I listened to it but can’t find the recording), the senator was asked why she sponsored the bill. She replied that two close relatives (nephew, one killed while wearing a helmet) had been in serious bike accidents.

Far more effective would be banning people from driving. That’s coming. Elon Musk, Tesla CEO, said as much. While he later retracted his words, he meant what he said. It’s only a matter of time before the autonomous car eliminates the need for car ownership.

Once Upon a Ride: Big Basin Blowout

April 9, 2015

June 7, 1981, Corn Roast ride through Big Basin State Park. Just after Jobst abandoned sew-ups. From left: Roger ?, Jim Westby, Parker McComas, Rick Humphreys, Ray Hosler, Dan Green, Tom Ritchey, Tom Holmes.

June 7, 1981, Corn Roast ride through Big Basin State Park. Just after Jobst abandoned sew-ups. From left: Roger ?, Jim Westby, Parker McComas, Rick Humphreys, Ray Hosler, Dan Green, Tom Ritchey, Tom Holmes.

May 24, 1981
Riders: Jobst Brandt, Tom Ritchey, Ted Mock, Ray Hosler, Strange John, Rick Humphreys
Route: Up Alpine Road, Skyline to 9, 9 to 236, service road to Big Basin State Park, Gazos Creek Road, Cloverdale Road, Stage Roads, Hwy 1, Purisima Creek Road, Kings Mountain Road
Weather: Warm, partly cloudy, humid
Tire/Mechanical: None

As the Indianapolis car racers revved their engines this Memorial Day weekend, the Jobst Riders rode their machines through the Santa Cruz Mountains, talking about the upcoming Corn Roast in Swanton and the Sierra ride the second weekend in June.

On this Sunday morning Ted Mock showed up. The professional photographer is a veteran bike racer who now just rides with Jobst. In his mid-30s, Ted rents a house with bicycle frame builder Peter Johnson on College Avenue in midtown Palo Alto.

As we rode on Alpine Road we came across a motley crew of Palo Alto Bike Shop riders — Ron Hoffacker, Don McBride, Kathy Williams, Dave Prion and Brian Cooley. Then we passed triathlete Mark Sisson as he changed a flat tire.

At the green gate where the two-mile dirt section of Alpine Road begins, Jobst observed a Hutton’s Vireo feeding its young in a nest. We carried on with the shop riders and talked about all topics under the sun, the chance of rain, etc.

The riders rolled south on Skyline with an incomparable view of fog hugging the nearby mountains, all the while being followed by a telephone company van. Jobst figured the driver was looking for a particular power pole on the roadside.

At the Cal fire station water fountain we tanked up our water bottles, except Jobst, who never carries one. As we swatted horse flies, Jobst recalled an incident in France: “I was riding along when I felt this sting under my neck, so I took a swat and thought I had rid myself of the pest. Well, a few minutes later I noticed a stinging sensation again and took another swat at the same spot. This time I felt a big splat and saw blood all over my hand when I drew it away.”

The ride down 9 went at its usual high speed. Rick turned off at Waterman Gap to head back for a wedding. This left Jobst, Ted, Ray and Tom. On the North Escape Road into Big Basin park, Tom noticed a sign, and when they stopped for water at a stream Tom said, “They put that sign there because of what happened to me in Yosemite Park.”

Know park regulations
Tom said that he was cited by a ranger for riding his bicycle on the trails in Yosemite. The park had a rule against riding any mechanized vehicle on trails in the park. The sign Tom referred to said: “You are responsible for knowing park regulations.”

We stopped at the park store and purchased some expensive food while Jobst told the clerk where they were headed. “That sounds like a spine-jarring experience,” she replied. As we sat eating we talked about Peter’s sleeping habits, the amazing ability of John Howard to recall names, distinguishing marks over the eyes of Steller’s Jays and the disappearance of Strange John.

We decided to head up Gazos Creek Road, one of Jobst’s favorite rides through the redwoods. We rode by several deer next to the road, which didn’t move a muscle as we passed within inches. “They know where they are!” Jobst said.

After about five miles of moderate ups and downs on the dirt road we reached a junction and the Sandy Point Guard Station, or what was left of it. It had burned down in the 1960s.

We headed steeply down Gazos Creek Road and passed a large wooden sign declaring this land to be a tree farm.

Jobst pointed out that someone had tried to chop down the sign with an ax. That brought back memories of the Dog Town sign in Marin County off Hwy 1, which got chopped down time and again by sign collectors.

We dropped down Gazos Creek Road, which was in great shape with the exception of small muddy spots from recent rains. Two cycle tourists loaded down with bags slowly descended as we blew by.

As we rode on the flat section of Gazos Creek Road following the creek, Jobst and Tom got into a heated argument about religion, which was par for the course.

Along Cloverdale Road (dirt at the time) a car came speeding by at 60 mph, kicking up a cloud of dust. Jobst turned around to watch and see if it could make a difficult corner. He didn’t see it and declared, “It could be in a ditch now for all we know.”

As we rode past the Butano State Park entrance, Jobst remembered a bike race held here, which went through the hills to our right over fire roads.

Tom headed home on Pescadero Road while the rest of us turned left to Pescadero. Jobst pointed out the town’s new flag pole, about 40 feet tall with a huge American flag waving in the ocean breeze. The old wooden pole blew down in a storm.

Pescadero festival
In Pescadero we were greeted by Holy Ghost Festival signs. We stopped at a new store and Jobst greeted the owner. who he knew by name. Outside we listened to Jobst doing his usual harangue on all sorts of topics: lousy car suspensions, bad tires on a VW Bug, an overweight cyclist, and so on.

We continued north on Stage Road to Hwy 1, where we turned right and continued to Purisima Creek Road. During the gentle climb to the dirt section Jobst identified many different birds and pointed out San Mateo County’s first oil well hugging the hillside above the creek.

The sun peeked through the fog along the coast while we enjoyed the lush green canyon cut by Purisima Creek over the eons. An old logging road would take us to Skyline Boulevard, with some sections as steep at 18 percent. [The Midpeninsula Regional Open Space District purchased the surrounding land around this time.]

Guns in Purisima Creek
Heading up the lower reaches of the dirt road before the wooden bridge, we came upon a group of four hikers, one of them carrying a dog with a broken leg.

Later on we passed two hikers dressed in military fatigues, one of them toting an AR15 (civilian version of the M16). Jobst asked, “What are you going to do with that?” The gun-toting hiker replied, “We’re going to shoot targets.”

At the bridge we stopped to enjoy the creek and Jobst commented what a pity it is that trout no longer live in Purisima Creek.

After the difficult climb, we headed down Kings Mountain Road, Jobst and Ted passing a speeding Mercedes convertible on the way.

Jobst drinks from Purisima Creek at the upper bridge. Photo taken day of this ride. It's overgrown here today.

Jobst drinks from Purisima Creek at the upper bridge. Photo taken day of this ride. It’s overgrown here today.

Filoli Estate visit brings back cycling memories

April 7, 2015

Filoli gardens, one of the few local places where you'll see imported tulips in blossom.

Filoli gardens, one of the few local places where you’ll see imported tulips in blossom.

Today I visited the Filoli Estate off Cañada Road on a day heaven-sent for touring the surrounding gardens — partly cloudy with intermittent showers.

It brought back distant memories of bike rides on Old Cañada Road, which goes for about four to five miles when adding Runnymede Road, Crystal Springs Trail, then Old Cañada Road to Hwy 92. I think parts of the road are still paved, but otherwise it’s a fine dirt road, well maintained by the San Francisco Water Department.

Of course it’s illegal to ride on and has been probably since the 1930s when the area was closed to the public. That’s a crying shame because it’s some of the most beautiful countryside in the Coast Range.

Not even William Bowers Bourn, who built Filoli in 1915, could catch a break when it came to the public watershed. The Bourns wanted to have an estate built along Crystal Springs Lake, on land owned by the Spring Valley Water Company. Even though Bourn was the president of the company, a law forbade private ownership of the public domain property that supplied water to the city of San Francisco.

We can credit Bourn for the modern Cañada Road alignment. He asked that the road be moved to its current location when he built his estate.

I mention this now because this would be a natural extension of the Fifield-Cahill Trail north of Hwy 92. In fact, the roads were one in the same back in the 1930s. You can see them on either side of Hwy 92 at the old rock quarry.

It’s an obvious multi-use trail since it’s wide and there are many local equestrians, cyclists and joggers who would love to use it with minimal restrictions. Maybe one of these days…

Old Canada Road (shown in red) would make a great multi-use trail. (Google map image)

Old Canada Road (shown in red) would make a great multi-use trail. (Google map image)

People need the “Freedom to Roam”

April 4, 2015

Gate 12 at China Grade in 2015. We get the message.

Gate 12 at China Grade in 2015. We get the message.

Gate 12 circa 1983. Out having fun. How times have changed. (Jobst Brandt photo)

Gate 12 circa 1983. Out having fun. How times have changed. (Jobst Brandt photo)

In my travels around the world, I’ve noticed that nowhere else is the concept of “private property” so zealously defended by landowners than the US of A.

I attribute some of that, especially in the Western U.S., to the persistent Old West mentality where a man defends his homestead from real threats with his trusty gun.

Times have changed and I wish our laws would change to keep up with the times.

In Europe the “Freedom to Roam” operates in many jurisdictions when it comes to allowing people to use others’ lands. As long as you’re just passing through, say on foot or on bike, not hunting, fishing or in any way defacing the land, public access is granted.

Civilized Europe has been around for millennia, which I believe is the reason for this enlightened approach. Likewise, some areas in Asia follow the same “Freedom to Roam” principle. For example, on Malaysia’s millions of acres of rubber tree farms, mountain bikes are allowed in many sections.

In the Western U.S., native Americans did nothing but roam, but this way of life came to a screeching halt with the arrival of settlers from back East and the introduction of barbed wire in the 1870s.

In the Santa Cruz Mountains, the Freedom to Roam principle could be applied in many locations, especially private logging roads. I’ve ridden these private roads, and others, for decades and never had any issues. It’s a different story today. Back in the early 1980s we didn’t have many mountain bikes, so seeing a bike was an oddity.

Lumber companies will claim liability issues, but the “Freedom to Roam” takes that into account. The land user accepts liability, not the landowner.

Public parks and agencies need to be more proactive about gaining easements on these roads, which often border their parks.

I’m not optimistic such an enlightened approach will happen in my lifetime, but it will happen, eventually.

Cyclists rattle the fence for opening the San Francisco Watershed

April 3, 2015

Charlie Krenz, Los Trancos Water Board member and active mountain biker supports opening the SF watershed.

Charlie Krenz, Los Trancos Water Board member and active mountain biker supports opening the SF watershed.

Imagine hundreds of people rattling that chain-link fence surrounding the San Francisco Watershed, demanding that we stop treating it like Area 51.

That was the impression I left with after attending a San Francisco Board of Supervisors meeting on Thursday, which discussed opening the Public Utilities Commission’s San Francisco watershed, a measure sponsored by supervisors John Avalos and Scott Wiener.

More than a dozen speakers, mostly cyclists, lined up to weigh in on the issue, thankfully keeping comments to two minutes or less. The supervisors had a full schedule with many important matters to attend to.

The naysayers came from the Sierra Club, Committee for Green Foothills and California Native Plant Society. The plant society doesn’t want to see non-native invasive species introduced to the watershed (although they’re already there), while the Sierra Club flat out believes humankind is the invasive species. There might be some agreement on that point from Native Americans.

A host of bureaucrats representing the public agencies tasked with managing the watershed laid out the issues and opportunities for granting increased access. Currently there’s a docent-led bicycle ride offered three days a week starting from the south end of the 23,000-acre watershed on Hwy 92. The complaint heard time again is that it’s inconvenient, especially for people living at the north end of the watershed, which would be all of San Francisco.

Steven Ritchie, SF PUC Assistant General Manager of the Water Enterprise, and Tim Ramirez, SF PUC Manager, Natural Resources Division, went into detail on a potential next step — allowing public access with only the requirement of online registration. It could happen within a year, as long as the other agencies involved buy into the plan, including the Golden Gate National Recreation Area (GGNRA), San Mateo County, and probably a half-dozen other agencies I’m not aware of.

What’s involved, exactly, took us down a rabbit hole of bureaucratic red tape, while Supervisor Avalos attempted to pin down a date for an opening while being careful to understand what measures would be necessary to mitigate potential environmental issues and protection for native species. The watershed has done its own environmental impact report, but it was not clear how that would play out with other agencies.

The area under discussion is mostly the north-south Fifield-Cahill Ridge Trail that bisects the watershed. Avalos urged the PUC to work with other agencies to create an east-west trail to link up with open space areas on the Pacific Coast.

The PUC made it clear during its presentation that their first priority is to ensure water quality, which we can all agree is paramount. Let’s just hope there’s water to manage in the years ahead.

As I pointed out, Marin Municipal Water District allows public access and I haven’t heard about any water issues there. East Bay Municipal Utility District allows access on some of its land with paid permits ($10 for a year) and it’s one of the more conservative agencies. The Bureau of Land Management – Clear Creek area in San Benito County – also instituted an online permit to use its land. Bicycle access is free.

In his closing remarks Wiener said he believes there needs to be a balance protecting the watershed and allowing public access, while noting that an informed public with access to these areas can go a long way toward helping with the protection part.

Kudos to the San Francisco Board of Supervisors. They handle their meetings efficiently and give everyone a chance to be heard. Avalos and Wiener have excellent credentials. I think the agencies and supervisors will do the right thing, no matter what the outcome.

For more about the watershed visit the Facebook site, “Open the SF Watershed.”

Santa Cruz ride puts a spring in my day

March 28, 2015
Isn't it time to take down these signs? Seen on Cloverdale Road and Alpine Road.

Isn’t it time to take down these signs? Seen on Cloverdale Road and Alpine Road.

There’s nothing better than a spring ride down the coast to Santa Cruz because in all likelihood you’ll have a nice tailwind. Thursday was no exception.

I don’t recall ever riding this loop on a weekday. It’s almost always on Sunday or Saturday. Now that it’s over, I can tell you Sunday is probably the best day for riding, although “Friday Light” lives up to its reputation, even in the Santa Cruz Mountains.

On Thursday I saw enough Santa Cruz Mountain commuters to last me a while. Because they drive roads like Page Mill daily, they’re aggressive and fast. They don’t anticipate seeing cyclists.

On Moody Road I missed being run over by inches. A Chevy Volt came up from behind while a Tesla came down the hill and I immediately knew that, according to the Law of Convergence, we would all meet at the same place in the road.

I was so far to the right that my front wheel ran off the pavement into the gravel. Just another close call in the life of a cyclist.

But I digress. Things got more civilized on west Alpine Road where I saw only a car or two.

At the Portola State Park Road junction I saw a sign warning cyclists not to ride on Alpine Road due to gravel.

San Mateo County road maintenance might want to include cars in their warning. Loose gravel can be equally hazardous for cars, especially ones in a hurry like those daily commuters.

The sign has been there for many months and the loose gravel is long since gone.

Loma Mar Store under repair. Lots of memories here.

Loma Mar Store under repair. Lots of memories here.

As I passed the Loma Mar store, a place full of memories of past Jobst Rides, I noticed it was jacked up. Erik Garfinkel informs me it’s receiving a new foundation and will be back in business.

I got my tailwind on Hwy 1 and enjoyed the ride into Santa Cruz. I took the usual route through the city via the San Lorenzo River path, over the bridge to Felker Street, Plymouth, Fernside, Emeline Avenue, El Rancho Drive.

Riding up Mountain Charlie Road I noticed about the same amount of traffic I would see on a Sunday afternoon. Nothing to speak of. Even a few cyclists rode by.

Nice bike bridge over San Lorenzo River. There's also a path under Hwy 1 to Hwy 9.

Nice bike bridge over San Lorenzo River. There’s also a path under Hwy 1 to Hwy 9.

New life for old Avocet Gelflex saddle

March 25, 2015

Avocet Gelflex saddle gets a new life with a marine vinyl cover.

Avocet Gelflex saddle gets a new life with a marine vinyl cover.

One of the best bike saddles ever made, the Avocet Gelflex, had one drawback: its flimsy nylon cover didn’t last long.

Today it’s difficult to find a plain nylon saddle cover to go over the Gelflex, so I checked around and found instructions for using marine vinyl to recover a saddle.

The Instructables website “how to” article took me through step by step. It’s a great description, even if I did botch the job.

I’ll share my experience here and give some hard-learned advice.

First, I purchased the marine vinyl at a local fabric shop. It comes in a set width, which was wide enough for a saddle cover, so all you need to do is buy as much as you need in terms of length. I bought a half-yard in anticipation of doing several saddles. The salesperson knew exactly what I was talking about when I mentioned the vinyl. It’s not expensive.

Second, I used a 3M spray glue called Scotch Super 77. It’s an all-purpose adhesive, but maybe isn’t the best spray glue for the job. On reflection I would use a spray that’s meant for “headliner” jobs.

Headliner is a car’s ceiling fabric. Glues made for headliners hold up well in heat and adhere better to the kind of fabrics we’re talking about here.

Third, follow the directions to the letter. I only sprayed one coat on the second spray session, where the sides are glued down the saddle, when two were called for. The result was that the adhesion wasn’t good where your inner thigh touches the saddle.

Fourth, try to make the template as close as possible to the actual size you need. That was a problem with the Gelflex because the saddle cover was almost completely worn away. I had to eyeball it and use the saddle to get an estimate.

However, you don’t want to cut the cover too small, because there is no recovery from such a mistake.

Fifth, the stapling is difficult. I used a hand stapler that usually only works half the time. Sometimes the staple pierced the saddle, other times it didn’t go far enough. I used a different adhesive to glue down the small sections beneath the saddle.

Finally, I had difficulty pulling the vinyl tight so there were no ridges or bumps around the sides. Commercial saddle makers use machines for this step, so don’t expect your saddle will ever come out looking that good.

I’ll give it another try with my second Gelflex saddle and hope for better results. The one I have is functional, but it’s hard to say how long it will last.

[UPDATE (Oct 4, 2015): The saddle cover is still fully functional. No issues.]


Get every new post delivered to your Inbox.

Join 92 other followers