Temporary Interruption

Today's post will be a bit delayed.

It's Primary Election Day!

The Primary and commuting are going to take precedence over getting this thing posted this morning.

So today's post will be delayed a bit.  Thanks for your support.

Notes and a bit of Politickin’

Two Upcoming Rides:

Annual Mid-Summer (Lughnasad) Celebration Night Ride

Goes on Monday 13 August at 7:30 P.M. (promptly)

“Original Triple Gap”

Goes on Thursday 23 August at 8:00 A.M. (promptly)

For Route Description, Directions to Start, and other details, please refer to last Monday’s Post.

Now for the Politiks!

I work to leave my political views and opinions completely removed from the content on this blog.  I find it extremely annoying when others don’t.  Honestly, when I pick up a cycling magazine, or click into a cycling site, I am emphatically not interested in reading some writer’s or editor’s political jibes, jabs or japes.  That’s not why I went there.

So why am I about to write about the T-SPLOST?  Not so much because of its political connections, but rather because it is a transportation issue, and it’s local.  Transportation issues affect cycling.

Tomorrow is the Georgia Primary.  In addition to voting for or against the scoundrel of your choice, you will be afforded the opportunity to vote on a Referendum.  This is the notorious T-SPLOST.  That stands for “Transportation Special Purpose Local Option Sales Tax.”

I’m not going to go into all the ins and outs of this monster.  But rather to simply point out that, in my opinion, it’s an incredibly bad deal.  It amounts to a method for Atlanta, the “North Metro” counties, and MARTA to be able to reach into our pockets.

Supposedly the tax will sunset ten years from now.  Normally a SPLOST is written so that it ends when either a pre-specified amount of money is raised, or on a date certain, whichever comes first.  But there is some odd and troubling language inside this SPLOST bill.  It can be argued that the wretched thing would go on for a long time.

The bulk of the money collected is intended to go to MARTA, and the thing, if passed, will put MARTA in our back yards.

I don’t see any of that as positive.

But wait!  There’s more!

The Atlanta Regional Commission (ARC) is in this thing up to its neck.  There has been a lot of wind expended by ARC and its spokesbeings (those clean shiny young men and women in their $1,000.00 suits, with the Oh-SO EARNEST and sweet expressions on their faces) about how the T-SPLOST will do so much good for pedestrians and cyclists.  Isn’t that just special?

Friends, I don’t claim to be especially well versed on all of the issues surrounding the ARC, but I have lived and worked in this county for the past 26 years.  In that time, I have been pretty active in bicycle advocacy, and I’ve paid a lot of attention to transportation “issues.”  I’ve been to a weary huge number of meetings.  I’ve seen a large number of ARC’s “consultants” come and go.  (These folks are sales-people, pure and simple.)  I’ve participated in lots of “community involvement workshops.”  I’ve attended a pretty good number of “Public Comment Hearings,” and “Project Presentations.”  Here’s the sum total of my experience in that time.

1. ARC isn’t all bad.  And yes, some regional planning and coordination makes sense.
2. ARC wants more control over the surrounding metro counties.
3. When ARC and the rest of the gang want to get something done, they are ready to promise the Sun, Moon, and Stars to the pedestrian and cycling communities.
4. Once the project is approved and funded, the promises turn out to be a paragraph or two of nice words about cycling, and the occasional “Share the Road” sign.
5. ARC and company are aware that cyclists vote.  They court that vote.  It can make the difference in a close referendum.  All well and good, but after the dust settles, they have a nasty habit of forgetting who their friends are.

Big Highway projects, MARTA, etc are not good for cyclists and pedestrians.  They put obstacles in the way of our riding and walking.  (If you don’t believe me, please go and look at the section of GA-74 between GA-54 and GA-85, or go and look at what is being done on the “West Bypass” between Sandy Creek Rd and GA-92.  (And if you don’t think those routes are going to get re-zoned and “commercialized,” I’m afraid you are in for a bit of a disappointment.)

The Kicker:

The T-SPLOST is a tax, pure and simple.  It will increase the cost of goods in our area, for at least ten year, and quite possibly longer.  Taxes decrease business.  Local sales taxes drive purchases to other locations or onto the Internet.  They also take money out of your pocket directly.

I urge you all to get to the polls tomorrow and vote NO! on the T-SPLOST.

Be sure to check out tomorrow’s post.  It’s the next in new three year long series on developing as a cyclist.

Friday Follies ~~ The Weirdest Build Ever

I was young.  I didn’t have a lot of money.  I should have been wearing a big sign that would have said,  “Will work for bike parts.”  In fact, I was working part time for two different bike shops, for just about that reason.  (Don’t think that didn’t create a bit of friction from time to time!)

I had a new “build” in mind.  I was collecting parts for the project.  I had several boxes and crates full of bike parts in my old clunker of a car.  Some of these things were from other projects.  Some were “saves” from bikes I’d torn down.  There were new parts that were intended to go on the upcoming “bike of all dreams.”  There were new parts that I’d acquired with a mind to using them on something in the not-yet-foreseeable-future.  In addition to the parts, I almost always had a certain amount of bicycle riding stuff (shorts, jerseys, jackets, shoes, etc.) with me.  I also had my all-purpose tool box along.

I had, just the day before, acquired a frame that I intended to use to build up a dedicated training rig.

As I’ve often mentioned before, I lived in the Virginia mountains at that time of my life.  Also, during that particular historical epoch, that region of the country was more remote than it now is, and it contained areas that were even more remote than others.

On the day in question, I was en route between a very small town in West Virginia, and the largish small Virginia town where I lived.  The weather was not great, but it wasn’t terrible.  It was sort of Winterish, late-Fall, with the thermometer dropping.  Nobody in my circle of family, friends, and acquaintances knew where I was.

I had chosen a route more for expediency than speed.  In other words, I was on some not heavily traveled back country roads.  Some of these still have not seen pavement to this day.

The old clunker started running roughly.  It got worse.  It died.

Cars were somewhat simpler in those days.  Making an engine run isn’t all that hard.  Remember the “Fire Triangle”?  Oxygen.  Fuel.  Heat.  Cars use a fire in the cylinders to make the power that moves them.  The old thing about the Fire Triangle is that, “If you remove any one of the three sides, you don’t get a fire.  My car had apparently suffered a triangular removal.

I was breathing, so I could presume that oxygen was present.  The gauge said I had gas, and I filled up before I left on this journey.  The started wouldn’t turn.

Electricty is the stuff that cars use to make the heat.  My car could be having starter problems, or…

A couple of quick checks confirmed that my battery was pretty well flat.  Another test confirmed my worst suspicion.  The generator had failed.  Again.  Stuck.

I might see another car sometime in the next eight hours.  Or it might be a couple of days.  I was (by conservative estimate) at least 20 miles from the nearest outpost of civilization.  Worse, I really really needed to be home on that night.

I was rooting around aimlessly amid the clutter in the car, kind of hoping for something that would solve the car problem… remains of another generator, spare battery, magic, something! …when the idea started to form.

I spread a blanket on the ground and started arranging things on it.  Yes!  It wouldn’t be elegant, but it could be done.

About two hours later I had a working bicycle.  It was the sorriest mish-mash hob-cobble of miss-matched parts.  It had only one brake, two different wheel sizes, and about 2/3 of a functional driveline. The handlebar was an ugly thing from an old cruiser.  The non-aero drop bar brake levers didn’t fit well, and were not in a good position.  The tires were mismatched and of questionable provenance.  The saddle was also from that old cruiser, but it gave me something to rest butt upon.  The bottom bracket was loose, and the cranks were two different lengths.  Of course the pedals didn’t match either.  The headset (carefully installed by hammer and woodblock) had an ugly clunk to it, but it was rideable.

I gathered tools, copious spares, and sundries, stuffed them in a backpack, locked up the car, and took off.

The 30+ mile journey to home was not one of the more glorious things I’ve ever undertaken.  There was a major mountain along the way.  I had to push the bike up the steeper parts, and the descent (by all rights) should have killed me.   (Had there been any other traffic on that road, it probably would have.)  But it worked!

A bit more than four hours after I set out, just before darkness slammed down, I arrived home, tired, but triumphant.  Home!  Where there was a real bicycle, food, warmth, shelter.

Post Script:

About two days after my (mis)adventure, I set out once again by bike.  This time I was riding the real bicycle.  I had with me a brand new generator for my 1960 Ford. Said part must have weighed something like 300 pounds, and probably would have been suitable (but for it’s incredible unreliability) to be mounted in one of Virginia Power & Light’s major power plants.  After a grueling trip over the mountain, and three hours cursing under and over the car, I had successfully removed the old generator and replaced it.  I then managed to strain the car onto the road and get it coasting along at a good clip…  backwards and down hill.  Key to ON!  Transmission into reverse!  And the engine coughed, caught, and… RAN!

Believe me folks, there are advantages to the day and age we now live in.

Thursday Thoughts: The Second Stage

On this blog, we devote a lot of attention and time to Utility Cycling.  Here’s another aspect, and one I don’t see often discussed.

Most of the time when I am driving, I have a bicycle (or two) loaded up in the back of the truck.  I also almost always have a helmet and a pair of shoes aboard with me.  I prefer to ride to group rides and events.  It’s not always possible.  Sometimes, in order to have the correct machine at the appropriate place, I have to shuttle bikes around.  Sometimes, I’m transporting a bike to or from maintenance sites.

But there is often a more hidden and subtle reason for that bike in the bed of the truck.  It’s part of a multi-stage vehicle.

I’ve used it in just that fashion.  The bike can be launched at any time that the truck becomes impractical, or disabled.  Increased reliability and versatility.  Pretty cool.

The Good

What makes cycling good?  What is the bestest most goodest part of riding?

Getting away from stuff!

Going down hills…  fast.

It’s easy.

It’s hard.

Gliding through a turn.

Taking a turn real tight, fast, and hard.

Riding with friends.

Riding alone.

The adrenaline!

The peace.

What does it for you?

Your First Three Years ~ Part 6:

Traffic Survival 101

A Guide for Beginner (and Experienced!) Cyclists, to the Art and Practice of Cycling.  Becoming Proficient, Fit, and Happy on your bike.

Riding on the road, in traffic is actually fairly simple.  However, like many “simple” things, it is not always easy.

NOTE:  What follows is just a “bare bones” discussion of the most basic situations and strategies.  We’ll treat a lot of this in much greater detail in future posts

At first, the mere thought of taking a bicycle out onto a roadway can be intimidating.  After all, a very small car is made up of steel, glass, plastics and weighs in around a ton.  We on bicycles are not enclosed.  If we fall, or are knocked over we will be injured.  Reason tells us that to mix in with motor traffic is crazy.  But then think a little farther.  Any collision between automobiles is extremely dangerous.  Yet we drive without giving the risk much thought.  (Perhaps this last may explain some of the highway statistics.)

The truth is, most drivers are careful and conscientious.  Most are at least marginally courteous.  More, there are rules that govern how we all behave on the roadways, and most follow them.

The first thing to remember about road cycling is that a bicycle is considered to be a vehicle.  Cyclists, on the road, are expected to behave as operators vehicles.  That means we certainly are entitled to operate on the roadways.  We are expected, and required, to ride with the direction of traffic, obey traffic signals, conform to speed limits, signal our intentions.  In short, if we follow the rules, we are just as much entitled to the use of the roadway as any motorist.  (There are exceptions.  Limited access roadways, such as Interstate Highways, are not open to cyclists.)

So, if we follow the rules, then that’s it?  Right?  Well, not quite.  Road riding takes a bit of practice, and there are some special some considerations to using a bicycle in traffic.

Be Seen!:

Bright Clothing.  Flashing tail lights.  Reflectors.  Lights (at night).  Think about the sun direction.  Ride to be visible.

Look like you belong!:

This actually makes a difference.  Wear your helmet.  Ride with respect for the rules of the road, and for other road users.  Ride with purposeful and controlled motion, and always signal.  These things convey to other road users that you know what you are dong, and that you belong out there.

Situational Awareness, Know what is going on around you:

It is not possible to overstress this one.  When riding on the road, we must be aware of our surroundings.

This means:

• Using a mirror, or the “lookback” regularly, to scan traffic behind us
• Scanning the traffic ahead for problems
• Watching driveways and parked cars
• Checking cross streets before we arrive at them
• Use your hearing too!  (Sorry, music players have no place in traffic)
• And watch for pedestrians and other cyclists, often highly unpredictable and erratic!
• Stay focused!  Be Alert!  Be Aware!

Road positioning, how to be stable:

Have you ever been driving and come up behind a cyclist?  What do you look for and what do you think?  If the rider is apparently unaware, or not in constant control, it causes you stress and confusion.  A rider who is not stable on the road, who makes abrupt zig-zags, causes you concern.  Right?  Think what that does to drivers who are not cyclists.

One of our more important tasks, while riding in traffic, is to be predicatable.  Maintaining a steady and stable position on the road is critical to this task.

When riding along the road, position yourself to the right hand side of the road, and stay stable!  This is best done by looking at a point well ahead of yourself, and riding to that point.

Do not suddenly change position on the road, and don’t change position without signalling your intent to do so.  Be confident of your position and project this confidence.

NOTE:  Often new (and not so new) road riders have a fairly rational fear of being too close to traffic.  This will cause some of us to make moves that are really dangerous.  Here’s an example:  The rider is moving steadily ahead on the road.  There is some traffic approaching from the rear.  Ahead is a side street, and there is a right turn lane.  The rider moves into the turn lane, to give traffic more room to pass.  This is a mistake!  This manuver says to an overtaking motorist,  “I am about to make a right turn, you can forget about me.”  It also sends a signal to a driver who is approaching the major road from the right.  It signals that the cyclist is turning right, and will not cross in front of that driver.

Simply put; Do NOT enter right turn lanes, unless you are about to turn right.

Get out of the Way!:

Yes, we do have a “right to be there”!  Yes, we are legitimate vehicle operators.  That said, there are times when the “better part of valor” is to make a move to make things easier for all.

Some motorists are extremely afraid to pass a cyclist.  Oddly, these can be more dangerous than the types who “buzz” us, or who will “force” a pass.  The hestitant motorist can cause a huge amount of traffic to pile up behind them.  Sooner or later someone in the long and growing line of delayed drivers will have a “mental meltdown.”  What follows can be extremely dangerous for all concerned.  Sure, the hestitant driver is the one who is actually impeding the flow of traffic.  But you are the percieved problem, and are likely to be the one who will suffer.

Sometimes, the wisest course is to pull off to the side of the road, and let traffic sort itself out.  This manuver rarely costs you more than a few seconds to a minute, and could be a life saver.

When to “Take” the road:

Georgia traffic code explicitly categorizes bicycles as vehicles.  This gives cyclists the same road “rights” as are enjoyed by other operators.  At the same time, the code requires us to ride to the right hand side of the road, so as not to impede the regular flow of traffic.  Now here’s an important point.  The code does not say we must be at the far right at all times.  There is some “safe and practicable” language in the code.  This means that if it is not safe to be at the extreme right, or there is a practical reason to be positioned farther out in the road, we may certainly  do so.

In other words, we are not required to fall into the sinkhole, or ride over the sleeping tiger.  But we are wise to spot these obstructions and “clear” traffic behind us, rather than just darting out to swerve around an obstruction.  Also, if the road is so narrow that a safe “pass” is not possible, we are allowed (possibly required) to take the center of the lane.  (Take the road.)

Do not be trapped at the far right when coming to a traffic signal.  This means stop signs, yeild signs, or traffic control lights.  Under these conditions, being at the far right “invites” the following motorist to pull up beside us, and we are in danger of being struck by a righ turning, overtaking vehicle. 

When a situation is coming up:

• Look ahead and plan
• Check behind
• Adjust speed as necessary
• “Take the lane”
• Proceed through the intersection when safe and legal
• Expedite the move through the intersection (don’t be slow)
• And then return to the right as soon as practical and safe.

Think ahead!  Always have an “out”:

Does this really require explanation?  Be prepared to “dodge” trouble, and know where and when to do so.  Remember, a fall is always preferable to a crash.  Minor damage to a bike can be easily repaired, major damage to a body is a bit harder.

Avoid confrontation:

Little is gained, and often much lost by engaging motorists in shouting matches.  So the clown called you a name, or expressed his ignorance.  How does this hurt you.  Keep the coments to yourself, and your middle finger folded around the bar.  Shouting matches don’t solve anything, and they have a nasty way of escalating.  Remember!  When you share the trail with an elephant, if anyone stumbles you lose!

What about road rage?:

True “Road Rage” is a lot more rare than many think, but it does occur.  If you are being bullied or are dealing with a truly enraged and aggressive driver…  END IT NOW!  Get off of the road.  Run up to a house.  Duck into the woods.  Get away.  Then call 911.  Honest, the police will take it seriously.  But we are not equipped to do battle with a case of irrational temper aided by a two ton weapon.

Where, When, and How to Stop:

For some inexplicable reason, many cyclists will have a tendency to stop riding while still on the road.  This can be to allow other riders to catch up, or to deal with an equipment problem, or just to take a break.  There seem to be two kinds of locations for this behavior, neither of them good or safe.  1)  At intersections.  2)  On the road for no apparent reason.  Just don’t do this!

If we need to stop, we are certainly entitled to do so.  But if we are going to stop, we should signal our intentions, and then GET OFF OF THE ROAD!  And that means completely off of the road, not just a couple of inches.  Don’t obstruct travel lanes.  Don’t obstruct traffic.  Don’t present your fellow road users with unpleasant “surprises.”

Remember always, intersections are for getting through.  They are not a good place for a party or a picnic.

Next Week: Riding in groups 101

~//~

This series began with the post on Tuesday, 19 June 2012.  It is intended to continue for three years.  Each week, we will discuss exercises, skills, practices, and activities designed to bring the new (or “experienced”) rider a high level of cycling competence.  We’ll address common problems, and (always) stress safe practice.

~//~

A Note on Timing:  This series uses Mid-June as the starting point of the “Cyclists Year.”  We do this because this is the time that most folks decide to start riding.  If you are following this guide, you can “adjust” the timing to fit your personal “first three years.”  Do note that some of the posts will concern weather and seasonal changes.  When that starts to happen, just swap the “months” around to fit your personal timeline.

Route Stuff

Annual Mid-Summer (Lughnasad) Celebration Night Ride

Goes on Monday 13 August at 7:30 P.M. (promptly)

Directions to Start:

To Senoia.  Find Seavy St, and turn west.  The “Brick Yard” is on your left, just past Maguire’s Tavern.  It’s only about 100 yards from Seavy and Main.

Route Description:

We’ll start by leaving Zombie town through the “back door,” out onto Stallings Rd.  Thence via Gary Summers Rd.  After that we cross GA-16 and head out into the countryside.  For the first part of this excursion, the route is basically fairly flat and gentle.  Eventually we’ll intercept GA-54, and do some good roller work.  We’re well away from Peachtree City by this point, so traffic is usually quite light.

At about mile 13, we turn off of Ga-54, onto Bear Creek Rd.  Bear Creek is quite pleasant and gentle, traveling through horse-farm country.  But then…  The road tips downward, and we run out of pavement.  We’ll make sure the group is close together before we do this unpaved descent, but riders are advised to descend inside of their comfort level.  We’ll regroup at the turn!

Shortly after the turn on Bear Creek Rd, there is a short, but quite steep grade, and it’s still unpaved.  It is do-able, with low gears, but some may choose to dismount and walk up the steep stuff, as the surface is usually quite loose.  After topping that hill, we’re usually losing our light, so we’ll regroup once more (if necessary), illuminate, and finish the gentle and smoother section of unpaved road.

We emerge from Bear Creek Rd at just about the 20 mile mark of the ride, and it’s paved from there back to Senoia.  The next ten miles are good, well paved country roads, with light traffic.  But then we turn onto Mt. Carmel Rd, and experience about four miles of moderately rough pavement.  After that, it’s a cruise back to Senoia, with the obligatory “welcome home hills” on Dolly Nixon.

Honest, this route is entirely navigable, on road bikes equipped with 700X23 tires.  Tourists will feel more comfortable on the rougher sections, but they will be heavier on all the route.

Bring lights and expect to use good manners, good sense, and good will, and we will have us one fine time of it!

“Original Triple Gap”

Goes on Thursday 23 August at 8:00 A.M. (promptly)

Route Description:

From the start, we cruise through the town of Dahlonega.  This is nice and flat.  Enjoy that!  Very quickly we pop out onto the highway, and then make a turn.  We’ll be going downhill, and quite quickly until the next turn.  And that is where this ride truly begins.  As soon as we make that turn, we begin climbing.  It’s an attention getting climb too.

The first 16 miles of this loop are an “approach climb.”  Some of it consists of big booming “rollers,”  some of it is wonderful descents, there are even a couple of nice long “flats.”  Difficult at it is to believe, this section is more uphill than down.

At the end of that sixteen mile “approach,” we come to Turners Corner.  We’ll make a left turn, and immediately begin the climb up to Neels Gap.  This climb is about six miles long, contains one “false summit,” and is a moderate mountain ascent.  The average grade is around 7%, but it can be a good bit steeper in right hand turns.  (This is especially true if there is follow motor traffic!)

There is a very nice store at the top of Neels Gap.  If necessary we can stop there.  (I prefer to “roll” the top of this climb and go straight into the descent.  The legs don’t stiffen up as much if we do this.)

Down for about four miles, and a sudden (and almost invisible) left turn, just after Vogel take us to the beginning of the climb up to Wolf Pen Gap.  This climb, while shorter, is a good bit steeper.  Best advice is to use the lowest gearing available, and just stay aerobic.  There are no facilities at the top of Wolf Pen, and inexplicably, there are usually a lot of mosquitoes.  Down we go!

The descent down from Wolf Pen is a real amusement park ride.  Use your best judgment, and remember, you cannot see through rock on the turns, and neither can an ascending car or motorcycle.

At the bottom of the Wolf Pen descent we get to climb again.  Mercifully it’s a short climb.  We’re actually going up the earth dam that forms Lake Winfield Scott.  We’ll pass the lake and begin a rolling “valley ride” to Suches.

I usually like to stop and re-provision in Suches.  But it’s always a bit of a gamble.  We won’t know if the store is open until we get there.

From Suches we begin the last major climb, and the most surprising one.  The trip up to the summit of Woody Gap is only a mere three miles, and the grade is much less than we have experienced to this point.  And then the magic happens!  The descent from Woody Gap is much longer than the climb that led up to it!

There is a long winding descent, triples of switchbacks recurring for over eight miles.  How is this possible?  Remember the “approach climb”?  Here is where we get it back.  Eight miles down to a false summit, a brief up-climb, and another four miles of quality descending before we are truly off of the mountain. 

The ride is almost over, but to finish, we need to negotiate a series of big rollers.  These are nothing like the climbs we’ve seen before, but they are good long hills, and we will be a bit fatigued.  Keep the end in mind.  We’re almost there.  There is one final steep hill into town, and then, almost as suddenly as it all started, we are turning right onto Main St, Dahlonega.  The Visitor’s Center is ahead, one short block away.  Arrive’!

Directions to Start:

Get on I-85 heading north.

At the northern split exit right to stay on I-85.

Take the exit to the right to enter GA-400, north (towards Buckhead).

(Mileage starts at the beginning of GA-400)

Stay on GA-400 for 53.8 miles.

Ga-400 ends.

Turn left on US-19 (toward Dahlonega)

Do NOT turn off of road as it enters Dahlonega.  Go straight at light at Morison Pkwy.

At mile 84.8 you enter the square at Dahlonega.

Turn right on Main

Turn left immediate to continue around square

Exit the square (straight ahead) on Park St

Go one short block and turn left onto Chestatee St.

Municipal parking lot will be ahead, one or two blocks on your right.

Mount your bike and return to the square and to the Visitor’s Center at the intersection of Park St and Main (on the side of the Square)

Be sure to check out tomorrow’s post.  It’s the next in new three year long series on developing as a cyclist.

Thursday Thoughts: Long Live Long Rides!

Just what constitutes a long ride?  Time perception is flexible.  Distances can be deceptive too.  It’s sort of like the old conundrum about the length of the coast of England.

How long is the coast of England?  Or put another way, If one were to measure the distance all the way ‘round England, how far would that be?  Well, it depends on how fine the measurement is.  Ignore the effect of tides for this, and imagine a surveying crew moving around the island at the high tide line.  If the surveyors took their measurements at quarter mile increments, they would derive a number, but wouldn’t the coast have some variation between those measurement points?  Certainly there would not be many places where the coast was exactly straight for a quarter of a mile. 

What if the measure was a standard surveyor’s chain of 66 feet?  If this finer scale were used, more of the irregularities of the coast would be mapped, and the distance would be longer.  But wouldn’t there still be irregularities inside each 66 foot length?  (And wouldn’t it take longer to do that many more measurements?)

Suppose the measurements were taken with a yardstick?  A one-foot ruler?  A one-inch caliper?  You see it, don’t you?  The finer the scale, the more “stops” made, the more detail emerges, and the more time is required.

Trips by bicycle can be a lot like that.  I’ve ridden centuries that took only a bit more than four hours.  I didn’t see a lot of countryside while doing that.  Don’t get me wrong, those were pleasurable rides, but casual they were not.  On the other hand, I’ve had times when I spent a day riding about on the bike, going here and there, for more than eight hours.  At the end of the day, I’d had a great time, and experienced much, but actually traveled a bit less than 50 miles.

Oddly, the 4+ hour long centuries seem to have been shorter than the 50- mile “wander days.”  There’s a lot more experience packed into the “walkabout” style ride.

I’ve had incredibly pleasant four and five hour morning rides, spent in good company.  Conversations rambled on, and covered huge topical ranges.  Laughs abounded.  At the end, the experience seemed to have taken only a very short time, and the computer reported a distance of close to 70 miles.

I’ve had times when a mere ten mile ride was an accomplishment and a serious challenge.  When each crank-stroke took an effort of will.  At the end, the satisfaction came from simply having persisted.

What is a long ride?  How do you measure it?

Let’s go Ride Some Gaps

I am not a native of the Great State Of Georgia.  A long time ago I chose to come here to live.  I had other choices, but this one seemed pretty good.  I am a mountaineer by birth and inclination.  So it was only natural that, as soon as I possibly could, I went to the northern part of this state and visited the mountains.  I was captivated and enthralled by the Southern Smokies.  I vowed I would get back there as soon as I could, and that I’d bring a bicycle with me.

Back in those pre-cellphone and pre-GPS days, information on good riding routes was a lot more sketchy than it now is.  I looked around, and found a recommended route in a guidebook.  That route was out of a town called Dahlonega.

It was difficult to find Dahlonega, and that should have given me a clue.  I spent a large part of the day lost, and then a large part of the day climbing.  The experience was incredible!

A short time later, I heard about a new ride.  (In this case a new supported and organized ride.)  It would be held in the mountains, one that would start/finish in Dahlonega.  It was called The Six Gap.  I went and did it.  It was a good ride, somewhat indifferently supported (remember this was a long time ago!), through some spectacular country.  There were two distance options on that ride, a “Triple Gap 50” and the “Six Gap 100.”  On that day I chose to do the shorter option.  I fell in love with that route, and kept the cuesheet.  I returned to ride that same itinerary on many occasions.  To me, that route is the original Triple Gap Loop.

That “Original” route is the one I use when I go up to ride those mountians.  It has a certain charm.  It starts right in the center of Dahlonega.  I can’t explain why, but I like starting from inside the town.

From the start, there’s a brief excursion out to the “big road,” a quick turn and a downhill run past the WalMonster, and then…  we’re in it!  There’s a stout climb, one that has unsaddled more than one rider.  More than once I’ve heard the question here,  “Which gap is this?”  It’s not a gap, it’s just the first part of the approach climb.

The next 16 miles is punctuated with big hills, booming descents, and even a couple of flat stretches.  Then comes the turn…  THE TURN.  Turners Corner, and we turn toward Neels Gap.  From here it’s roughly six miles to the top of the first gap.  Six miles of quality climbing.  The ride has not only begun, but at this point one is in it!

August 23^rd.  I can hardly wait!

Your First Three Years ~ Part 5:

Practice Practice Practice!!

A Guide for Beginner (and Experienced!) Cyclists, to the Art and Practice of Cycling.  Becoming Proficient, Fit, and Happy on your bike.

For the past few weeks we’ve been concentrating on a laundry list of skills.  The things we’ve been discussing are useful or essential for a new (or a more experienced) cyclist.  The thing with most of these skills is that they can be learned fairly quickly, but it takes a long time to master them.  Another thing about skills, if they are not used and consciously applied and corrected, they tend to deteriorate.

It is for this reason that professional pilots are required to undergo “recurrency training” on a regular basis.  Or, for that matter, consider a major league baseball player.  Guess what that individual spends the most time working on?  That would be throwing the ball, catching the ball, batting practice, and running the bases.  The basics.  All the rest of the intricate arcana of the game amount to little if the fundamental skills are not honed and sharpened.

Here’s the best suggestion set I can offer for bringing those skills to a fine sharp level, and then for constantly improving them.  It can be summed up in one word.  Practice.

At the beginning of our cycling “career,” we should set aside at least two practice sessions each and every week.  These can be done as part of the warm up for a ride, or as part of the cool down or they can be stand-alone exercises.  But schedule two separate one-hour sessions each week.

Schedule it!  Mark the “Skills Days” on your calendar, and make a solid commitment that, regardless of what else might be missed, the “skill drills” will be done!

Plan it!  Lay out a program.  Pick two skills for each one-hour session, and work on those for a half hour each.  That means that you will actively work and rehearse four individual skills per week.

How long?  Expect this initial skill practice to go on for six months.  Then establish the concept that you will revisit and re-practice skills on a regular basis, for as long as you ride a bike.  After that initial six month period, you may find that skill drills frequency can be reduced, but a wise cyclist will always be scheduling time for skill work, and planning which skills to refresh.

At first, do it alone!  Group participation skill drills don’t work out so well.  Of course it’s a good idea to get a proficient cyclist or coach to critique your skill work, but the bulk of the work is best done solo.

“So when do I get to go out and ride?”  Good question!  Along about now, you are beginning to wonder if you’ll ever venture out of the neighborhood.  (Likely, you’ve already done so.)  That’s okay.  Start making some forays out into the world.  Keep them brief, and for now, avoid high traffic areas.

Don’t worry, we are going to go out into the world, and we’ll deal with how to do so in safety and in style.

Next Week:  Traffic Survival 101

~//~

This series began with the post on Tuesday, 19 June 2012.  It is intended to continue for three years.  Each week, we will discuss exercises, skills, practices, and activities designed to bring the new (or “experienced”) rider a high level of cycling competence.  We’ll address common problems, and (always) stress safe practice.

~//~

A Note on Timing:  This series uses Mid-June as the starting point of the “Cyclists Year.”  We do this because this is the time that most folks decide to start riding.  If you are following this guide, you can “adjust” the timing to fit your personal “first three years.”  Do note that some of the posts will concern weather and seasonal changes.  When that starts to happen, just swap the “months” around to fit your personal timeline.

Partied Out & Looking Ahead

“Organized bike rides are a bit like entertaining; If you want to go to parties, you have to put on a couple a year.”

I came to the above realization quite a long time ago.  Since then I’ve worked on a lot of rides.  Believe me, the word “work” is appropriate.  It takes a lot of work to put an organized ride together.  The list of things that have to be done is long, and a lot of those things require a great deal of time, or a lot of effort, or both.

This past Saturday’s Pedal for Pets ride, put on by SouthSide Cycling Club was a lot of work.  Inaugural rides are generally more demanding than ones that have some history.  I had the privilege of working with a great bunch of people on this.  I had another privilege, that of seeing the riders out there, enjoying the day.

I’m in no position to comment on the quality of the ride.  I was one of the producers.  It sure looked like folks were having a good time and enjoying the day, and the majority of the feedback has been positive.

I’m glad and relieved that all went well, and…  I’m really glad it’s over!!!

Now, on with Life!  (And hopefully, more consistent posting.)

Stuff that’s Coming:

Annual Mid-Summer (Lughnasad) Celebration Night Ride

DATE CHANGE!!

On Monday, 13 August, we’ll go out and celebrate the Mid-Summer.  It’s a week late, but the change of date has been forced on me by elements out of my control.  I apologize for any inconvenience and confusion.

Last year we had a bit of a kerfuffle on this one, but we’ll try it again.

I think this is a fun route.  There is a dirt road section, but it’s not long and is very navigable on a road bike.  This section is only about 2.5 miles long.  (NOTE:  I will scout this to be certain the unpaved section is entirely “do-able.”  If the road surface has deteriorated, or if it has recently been covered in deep rough gravel, I’ll route around it.  Results will appear here soon.)

The entire route is approximately 40 miles long.  It’s low traffic, mostly rural riding.  More, the timing is such that we will be jut finishing the unpaved section as we lose the light for the evening.  That means the “in the dark with lights” work will all be on pavement.

The ride will go rain or shine, and the usual requirements are in place.  I.E.  Helmets, good strong lights (both headlight and tail light), reflective gear (Including vest or sash, and reflective ankle bands)

ORIGINAL TRIPE GAP RIDE!

It’s time for a trip to the mountains.  We’ll be going up to ride the famous “South Triple Gap Loop.”  We’ll be using the “original” route, with the start and finish points in the center of Dahlonega.  53 miles, over 5,000 feet of gain.  I’m locking this one in for Thursday, 23 August. 

Details:

Start Time:  8:00 A.M. Sharp!  (Cell phone time)

Location:  Dahlonega Visitor’s Center (East corner of the Square, at Park St & Main)

Distance:  Approx 53 miles

Elevation Gain:  5,000+ feet

Pace:  We’ll get it done.  We can re-group, or ride together, either is fine by me.  We won’t leave anyone behind.

Ride Conditions:  Rain or shine

Requirements:  Be there.  Be positive.  Bring your bike.  Wear your helmet.

Discussion:

Start Time:  Yes I know it’s an early start.  We would prefer not to be doing heavy climbing in the hottest part of the day.  Further, if we start early, we can avoid the afternoon traffic insanity on the homeward drive.

Parking:  There is a free municipal parking lot very close to the ride start point.  If you are coming into town on US-19, make no turns as you enter Dahlonega.  Go straight at the light, and the street becomes S Chestatee St.  This will take you to the south-west corner of the square.  Go around the square (to your right) and continue out of the square (after two each 90 degree turns) onto N Park St.  Go one short block and turn left onto Warwick St.  The parking lot will be on your right very shortly.

Ride Start point:  After you park, get on your bike and ride (carefully and legally) back to the square.  There is a Visitors Center on the west side of the square.  The center has a paved off street area so we can get out of traffic while we wait to assemble.  There is a sheltered area there too.  Also there are (usually!) open restrooms at the center.

On Restrooms:  I’d recommend making a brief relief stop before going into Dahlonega.  This can be done where you turn off of GA-400, and onto US-19.  (There are stores there!)  If the Vistors Center does not have the restrooms open, and/or you really really gotta go, please inform me at the start, and we’ll find you a “convenience” on the way out of town.  (NOTE:  There is a reliable store at the top of Neels Gap.  That’s about 22 miles into the route.)

Next Week:  Route Descriptions and instructions to the Starts

Be sure to check out tomorrow’s post.  It’s the next in new three year long series on developing as a cyclist.