Bike Blog and Photos

Bike Items for Sale - Here's a photo journal of bike parts that I'm trying to clear out of my workshop.

Shipping is $10 or (actual shipping charges + (optional) insurance charges + delivery confirmation fee), whichever is greater. I will try to find cheapest shipping option (e.g. USPS for US Domestic delivery) or will ship according to your carrier of preference.

Some of the parts are new, some are used. If you think my item pricing is off or you're buying multiple items, please make me an offer.

I am selling everything "as is". But, if you buy an item that is dead on arrival, damaged in shipment, or you believe you got a raw deal, please contact me as soon as possible so we can work out a solution. Given the time involved in selling these items I am not making a profit on this and am more interested in seeing components and parts I no longer use but that have remaining useful life to find a home with other bicycle enthusiasts where it will get used instead of collecting dust in my workshop.

Contact me at the following . It will help if you include the links to photos of the items that interest you. All prices are in US Dollars.

2013

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	53.9 miles
Cumulative climbing:	1920 feet
Total Time:	10:57:15
Riding Time:	3:13:46
Avg. Speed (moving):	16.7 mph
Max. Speed:	43.5 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	508 wh
Wh/mi:	9.4
Battery Amps-Hour Used:	19.9
Peak Current:	64.7 Amps
Min. Voltage:	23.6
Motor energy to rear wheel (estimated):	1317 kJ (366 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1192 kJ (331 wh)
Total energy delivered (est.):	2509 kJ (810 wh)
Link to:	Strava

Maker Faire, May 19, 2013 - I got a late start, leaving home after 1100. Earlier in the morning I had called the Whole Foods Markets in the area and found the San Mateo store had "plenty of adult tickets" available at $28. (Price at the door was $35.)

So, I headed north on the foothills route that took me up Canada Road to the Ralston Avenue bike path where I saw Will von Kaenel and a few other cyclists riding in the other direction. Maybe they were returning from San Francisco to see the start of the last stage of the Tour of California.

I climbed up the bike path then descended Polhemus to De Anza where staying on city streets I climbed and descended more than I thought I ought to have before I found myself on Hillsdale Avenue near El Camino Real, sitting in the midst of thick traffic waiting for a series of closely-spaced traffic lights whose signals were not synchronized.

I continued to Saratoga Drive where I turned left and found the Whole Foods Market that had been built with its front facing a courtyard parking lot surrounded by other commercial establishments. Every parking space appeared to be occupied, but that didn't prevent drivers from cruising the lot looking for a spot.

The place had a claustrophobic feel. Everyone seemed to be driving around in "mini" SUVs that looked like personal tanks. One guy walking by asked me if my covering was for aerodynamics. I told him it was, thinking that might start an educated conversation. He replied that it looked like a condom. I said nothing, but I felt like replying, "Does it occur to you that I might have heard that before?"

I found a place near a window to park my bike before going inside and learning that Whole Foods had sold the last "adult" ticket. I was peeved, especially since I asked that morning if I could buy one then. Turns out they had only 250 tickets, and they sold out within a half hour.

I got back on the bike and rode back to Saratoga Drive, following signs for Bike Valet parking. I almost gave up on the idea of going in as I don't much care for thrusting myself into a large horde of people pressed together on a hot day and paying for the experience. And, my mood had already darkened after the Whole Foods detour. But, since I had taken the trouble to come this far I might as well queue up and pay my $35 to see what all the fuss was about.

The Maker Faire allows exhibitors to show off their skills making things and to meet other like-minded folks, part Burning Man with fire-belching metalwork and kinetic sculpture parade, various artwork, electronics and software, and among these an occasional exhibit showing something practical.

I didn't see much that interested me near the entrance, so I made my way gradually around the lot to the bikes area where I found some folks who contribute regularly to the electric vehicle Endless-Sphere forum.

I ended up chatting with Patrick (methods) who lives in the Santa Cruz Mountains and as a hobby and side-business tests, designs and sells ebike and emotorcycle hardware. I also chatted at some length with Justin (justin_le) Lemire-Elmore, maker of the ubiquitous Cycle Analyst ebike computer and other neat ebike gadgets and accessories that he sells through his shop, Grin Technologies, in Vancouver, B.C. Luke (liveforphysics) was showing off two of his builds that represent extremes of ebiking (1, 2).

Edward (lyen) Lyen, maker of customized ebike motor controllers and other ebike accessories, happened by while I was there, and after taking a bunch of group photos, the two of us proceeded to explore the rest of the Faire before returning to the ebike area.

After giving Justin a tour of my bike that was parked outside the Faire in the Bike Valet area and after saying goodbye to Edward and Justin, I rode home on a more direct route, but not before trying unsuccessfully to exit the old Bay Meadows development without using the crowded Saratoga Drive.

Once I got away from the heavy traffic on its way to US-101, I found my way over to Old County Road where I had the road to myself most of the time and could cruise at about 30 mph alongside the railroad tracks south through Belmont and San Carlos. I ran into trouble in Redwood City where I missed the bike route sign directing me off Old County Road before I got to Whipple Avenue. I ended up making an illegal U-turn to avoid being dumped onto El Camino Real. Again, in downtown Redwood City, roadwork almost blocked my progress at the Redwood City Caltrain station.

My ride south on Middlefield Road went smoothly. I've noticed that Sunday evenings are quiet times on most streets and roads. Drivers seem less stressed, too.

I stopped at my folks house in Palo Alto for dinner, then afterward continued my trip south on Middlefield Road all the way into Sunnyvale, arriving home just before 2200.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	54.4 miles
Cumulative climbing:	4800 feet
Total Time:	6:11:58
Riding Time:	3:30:43
Avg. Speed (moving):	15.5 mph
Max. Speed:	43.1 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	673 wh
Wh/mi:	12.5
Battery Amps-Hour Used:	26.6
Peak Current:	58.6 Amps
Min. Voltage:	23.3
Motor energy to rear wheel (estimated):	1744 kJ (484 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1172 kJ (326 wh)
Total energy delivered (est.):	2916 kJ (810 wh)
Link to:	Strava

Tour of California Stage 7: Mt. Diablo, May 18, 2013 - Today's race spectating had me doing something I try to avoid when spectating a stage of the Tour of California: driving my van most of the distance from home. Of course, I brought my bike, too.

What I forgot to bring were my biking shoes, an error that would not have occurred had I ridden from home (which I considered doing as I had done that last year). I decided I needed help this year as I'm not in quite as good shape as I was last year, my batteries don't have as much capacity a year later, and I didn't want to have a 15-hour day of riding plus spectating.

After I realized I didn't have my SPD shoes I briefly considered driving home to get them and then returning, but the thought of an extra two hours of driving did not appeal. Besides that I had a motor on the bike. I estimated I could almost motor all of what I planned to do without pedaling a stroke and still have enough battery capacity. No, I decided to ride and spectate in my tennies. If it became too difficult or painful, I would stop and watch the race go by from where I was. I would consider this a learning experience.

I headed east on Camino Tassajara along with other cyclists, then up Highland Way to the base of Morgan Territory Road. My original plan was to climb to the KOM on Morgan Territory, but under the circumstances I decided to climb only as far as the steepest bit about halfway up.

It turns out this was a good place to watch the race. The riders would be climbing slowest here, and they could be seen for some time after passing as they and their support vehicles snaked their way up the mountain above. We could also watch Antler Guy chase the racers up the hill.

After the broom wagon went by we all descended back to Highland Way and then rode back into Danville.

Along the way I picked up a few others who followed my tail. At one point we overtook a small group of women riders. One of the guys behind me yelled out, "Hey, get the f*** out of the way!", when it was clear the ladies weren't interested in letting us pass.

I was a bit embarrassed by my erstwhile riding companion's rude interjection, but how could I explain while riding along at 25-30 mph? On the downhill past Collier Canyon Road we had enough space on the road to get by across the line, but the ladies were having none of it. Without a word they passed us back after the road leveled off and didn't look back.

It was too nice a day to turn this into a grudge match, and I didn't really want to get mixed up in a fast paceline with strangers. We all had plenty of time to get to the slopes of Diablo before the race arrived, so I let a gap open. The guys behind me thanked me for the pull, came around, and drafted the ladies and others who had glommed on by this point.

Riding in tennis shoes on SPD pedals wasn't so bad with the help of a motor. I could feel the ball of my foot getting hot, but I still had some miles left in my feet, so I decided to press on up Diablo and see how far I got.

On the way up Blackhawk Road I came across Franz Kelsch and his wife who thanked me for suggesting Diablo Vista Park as a staging location. Later I ran into Dan Connelly who was riding down just as I was starting up.

As I started up South Gate Road and passed groups of spectators waiting alongside, I got the usual cheers-turned-to-jeers greeting. Bearing in mind the unwanted attention I had received the day before at the San Jose time trial, I climbed slightly faster than most of the other cylists climbing up the road but not so much faster that I would be a danger to others or to appear too obviously to be on a motorized bike.

I apparently climbed slowly enough that Dan Connelly caught up to me near the South Gate entrance station. We rode together for the next couple of miles where we saw Carl Nielson on duty beside the road near Buckeye Camp. Shortly afterward Dan stopped to talk with someone, and I continued up past The Junction and onto Summit Road.

Crowds by the road increased in density as I climbed. I saw Chris Phipps waiting with his teammates by the road, and elsewhere I heard my name called out a few times (to which I waved), but I couldn't identify who was calling out. A short distance below Devil's Elbow the road had been closed to all but those on foot. Bike Valet parking was available, but I decided to head back down the mountain until I found an uncrowded spot to park the bike where I could see down the mountain and watch the race go by. My feet were hurting by this time, and I needed to get off the pedals.

Dan Connelly came along shortly afterward and stopped. Then a short time later James Porter and Ron Brunner came along and decided to set up camp.

While we waited expectantly for the race to arrive, we watched folks towing kids in trailers, on a long-bike, on a triplet, and we saw Big Hair Guy, and Chicken Guy, who looked hot in his costume.

We were all a bit disappointed that Diablo wasn't a deciding climb for the race as had been envisioned. Perhaps the grade wasn't steep enough to create the gaps needed for an attack to upset the GC, or maybe Tejay van Garderen (current leader) was just too far ahead for an attack to be effective. The pack was strung out, but the leader on the mountain at our viewspot was only 10 or 20 seconds ahead of the chase group.

Before the broom wagon went by a number of spectators and racers who had finished began descending. I felt sorry for the last guy as he was many minutes behind the "autobus" and might be eliminated on time, and he appeared to have crashed earlier.

I descended after the broom wagon passed. Descending the mountain with riders of varying ability was hazardous. I tried to go with the flow, but the flow was invariably too fast for some, and too slow for others. Some descenders passed in the opposite lane while others rode their brakes as if they had never descended a mountain road.

When I got to the bottom of South Gate Road an ambulance was starting up, sirens blaring. With that many cyclists on the mountain one or two are bound to have a spill.

GPS track:	GPX
Bike Ridden:	Power Pursuit F2
Distance:	69.1 miles
Cumulative climbing:	2650 feet
Total Time:	6:04:55
Riding Time:	3:49:52
Avg. Speed (moving):	18.0 mph
Max. Speed:	49.3 mph
Nominal System Voltage:	24
Battery energy capacity:	950 wh
Battery energy consumed:	870 wh
Wh/mi:	13.6
Battery Amps-Hour Used:	34.4
Peak Current:	42.1 Amps
Min. Voltage:	22.7
Motor energy to rear wheel (estimated):	2256 kJ (627 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1002 kJ (278 wh)
Total energy delivered (est.):	3258 kJ (905 wh)
Link to:	Strava

Tour of California Stage 6: San Jose Time Trial, May 17, 2013 - I left home late morning and rode south through downtown San Jose, the first time I had ridden this way mid-day on a weekday. I thought I'd run into impatient traffic, but it turns out traffic was no worse than on a weekend. More pedestrians were out, and there were too many red lights (as usual), but the trip went as smoothly as on a weekend.

Soon I was cruising south on Monterey Highway. I turned left at Metcalf Road, passed the road closure signs and began climbing the grade to the top.

I had thought of camping out near the bottom of the climb, but I arrived early enough to ride the road first, always fun to do when it's closed to autos.

It's also fun to be cheered by spectators who have nothing better to do than watch the guy on the funny bike go by. But, as I passed the cheers turned to jeers after they heard tell-tale noises from my bike.

As I climbed I could see that there would not have been enough space beside the road for me to park the bike, and as I didn't want to get "trapped" on the road for the duration of the event, I pressed on to the top, pausing briefly to see if there was any better viewing from the finishing area. There wasn't.

After running into Tim Clark who looked a bit more flushed than usual I asked a volunteer if I could get down the road, and he said that it had already been closed at the bottom. So, I pressed on down the east side of Metcalf and continued down San Felipe Road, making the loop on Farnsworth, Silver Creek Parkway, Hellyer, and Silicon Valley Parkway back to Monterey Highway where I hooked up with a small group of cyclists who were heading back to the starting area. We'd miss seeing the first starters, but that would be no great loss.

As we turned left onto Monterey Highway a red Tour of California van squealed around to the right of us and turned left from the right lane. Its driver who bore a striking resemblance to Bob Roll smiled sheepishly and waved at us out the window as he executed his maneuver.

When we got to the overpass at Bailey Road we turned left and crossed over to the finishing area, staying the in the right-most lane with the official vehicles returning to the start.

More than once I was yelled at by different traffic nazis to get out of the way of non-existent cars, ride on the right side of the road (after I had moved to the left of a row of cones to get out of the way), to cross the coned-off intersection at Bailey and Santa Teresa in the crosswalk (even if riding), and that I couldn't be on the road amongst everyone else walking or riding nearby. I guess the size and visibility of my bike has its downside.

Not finding any suitable place to watch the race near the start house, I returned back along Bailey and found a good spot at the base of the overpass where the shoulder widens and where no one else had set up camp. It was here that I could park perpendicular to the direction of travel (and into the gusty wind) and watch the race go by.

After the race leader went by I returned to the starting area to watch him cross the finish line on the Jumbo-tron, then headed up Bailey Road to McKean and rode quickly home as I had other obligations that evening.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	61.3 miles
Cumulative climbing:	140 feet
Total Time:	6:00:13
Riding Time:	4:32:30
Avg. Speed (moving):	13.5 mph
Max. Speed:	26.7 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	416 wh
Wh/mi:	6.8
Battery Amps-Hour Used:	16.1
Peak Current:	62.5 Amps
Min. Voltage:	23.6
Motor energy to rear wheel (estimated):	1078 kJ (300 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	943 kJ (262 wh)
Total energy delivered (est.):	2021 kJ (561 wh)
Link to:	Strava

Guadalupe River and Bay Trail, May 14, 2013 - Frank Paysen and I rode from downtown San Jose north on the Guadalupe River Trail to the Bay Trail. We then rode the Bay Trail clockwise around the bay, riding as far as Ravenswood Open Space in East Palo Alto before retracing our path. I returned home via the San Tomas Aquinas Creek Trail.

I started from the southernmost end of the current trail beneath CA87 and I280 at a nondescript wall. Both of us then rode north through downtown, passing along the flood plain of the River that was now flowing low enough to be crossed on foot without getting wet feet.

The trail crossed the river three times on surface streets, and I found this somewhat irritating as it interrupted the pace we were maintaining on the trail, making travel less efficient. The Lower Guadalupe River Trail north of US-101 ran uninterrupted until it reached Gold Street in Alviso.

We turned left on Gold Street then right on Gold Street Connector before picking up the Bay Trail. Frank had explored the trails earlier and knew which trails to take when there was a choice. A wrong choice could send us around a levee network in the bay, adding several miles to the trip and leave us right back where we started.

Stella Hackell and I found a trail behind Moffett Field in 1999 that at that time offered clear passage (open gates), although today the official route is shorter and crosses closer to the northern end of Moffet Field's runways.

Shortly after we crossed into Sunnyvale we turned right and headed north where the trail turned to dirt. The Bay Trail would be on dirt most of the rest of the way north to East Palo Alto, becoming paved again only through Shoreline Park in Mountain View.

Riding as far north as we could without resorting to city streets left us on a slightly overgrown trail that ended at an observation deck at the edge of the bay near the western side of the burned Dumbarton railroad trestle. We turned around and on our way back explored the trail out to Cooley Landing.

Our ride south was much windier than our ride north. As we passed the airport we watched a Cessna take off, appearing to rise vertically from the end of the runway, so strong was the headwind. Although the wind as blowing from the northwest, our path sometimes took us across its direction. A couple of times I was worried my traction on the dirt and gravel trail would be insufficient to keep me heading in the right direction if a stronger gust blew.

As I had intended to get moderate exercise, I found myself using the motor most of the time at a low power level, usually about 100-150 watts (in), or 70-110 watts to the wheel. I contributed some power, but mostly my goal was to spin to keep the legs working without pushing hard. This also made it easier to keep up with Frank who seemed to be out to get a hard workout. A few times he disappeared some distance ahead, especially if I stopped to water the plants or to photograph wildlife.

My trip south on the San Tomas Aquinas Creek Trail was interrupted near Tasman Drive where construction of the new 49ers stadium had closed a section of the trail. Once I regained the trail my trip south proceeded smoothly, although I noticed that many people wearing employee badges were out walking abreast.

GPS track:	GPX
Bike Ridden:	Power Pursuit F2
Distance:	99.1 miles
Cumulative climbing:	7690 feet
Total Time:	7:45:20
Riding Time:	6:32:23
Avg. Speed (moving):	15.1 mph
Max. Speed:	41.2 mph
Nominal System Voltage:	24
Battery energy capacity:	950 wh
Battery energy consumed:	904 wh
Wh/mi:	9.1
Battery Amps-Hour Used:	35.5
Peak Current:	46.2 Amps
Min. Voltage:	21.9
Motor energy to rear wheel (estimated):	2343 kJ (651 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	2851 kJ (792 wh)
Total energy delivered (est.):	5194 kJ (1443 wh)
Link to:	Strava

Devil's Slide, May 7, 2013 - I left from home late morning with the vague idea to visit the new tunnels constructed to route CA1 away from Devil's Slide. To get there I decided to ride north on Alameda de las Pulgas as far as I could, partly because I haven't ridden all the way north on Alameda in many years and because I wanted to avoid the unnecessary climbing in connection with getting past the closed bridge over Crystal Springs Dam.

I noticed that as I rode north the houses along Alameda were more often wood siding than stucco. Not sure why this struck me, but it seems that stucco siding is more popular in the south bay than on the Peninsula.

My memory of this route is poor, indeed, as in the end I'm not sure if I save myself any effort as north of San Carlos Alameda de las Pulgas either climbs or descends, with few level parts.

At Crystal Springs Road I turned left and wound my way up through Hillsborough on Hayne Road. Once I got to Skyline Blvd. I took the usual route north alongside I-280 and occasionally upon I-280 until I reached Sharp Park Road.

I stopped halfway down Sharp Park Road to take in the view of Pacifica that today was clear of fog.

I headed south on CA1, pausing in Pacifica's southernmost neighborhood to explore the Point San Pedro area. The old road out to Shelter Cove, a misnomer given how vulnerable this area is to storm damage, was closed and impassable to all but those willing to hazard a scramble along the edge of the sea. Current access to the cottages at Shelter Cove is down a precarious stairway from the top of the ridge. From this point I enjoyed a nice sweeping view north and back toward Pacifica State Beach.

After my short detour I headed south on CA1, climbing the hill out of San Pedro Valley. When I got to the spot where the new highway diverges from the old, I could see that it would not be possible to explore the old highway alignment due to ongoing construction. Perhaps on a weekend one can get through, but today the place was crawling with workmen.

My original idea had been to pass southbound through the tunnel, then return northbound, then head south again along the old alignment. That would have to wait for another day.

The southbound tunnel is built at a slight downgrade—I'd guess around 2-3%, so I coasted through and continued south, stopping a couple of times to enjoy the scenery (1, 2) and to watch a small pod of California gray whales (1, 2) slowly make their way north past Gray Whale Cove State Beach.

I hadn't really decided how to get home, but I felt energetic enough to take a route more scenic than the quick climb over CA92 and south on Canada Road. I pressed south on CA1, leaving the coast at Stage Road where a wisp of fog was touching the coast.

I headed up CA84 toward La Honda, but at Pescadero Road I turned right and continued up Alpine Road and down Page Mill Road, making a short detour up Rhus Ridge Road and through the development at the old Vidovich Quarry before descending Magdalena Road that was brief but enjoyable—I cannot recall having descended before, and then making my way home.

GPS track:	GPX
Bike Ridden:	Power Pursuit F2
Distance:	104.7 miles
Cumulative climbing:	8750 feet
Total Time:	9:20:13
Riding Time:	6:26:12
Avg. Speed (moving):	16.3 mph
Max. Speed:	58.6 mph
Nominal System Voltage:	24
Battery energy capacity:	950 wh
Battery energy consumed:	1105 wh
Wh/mi:	10.6
Battery Amps-Hour Used:	43.0
Peak Current:	43.5 Amps
Min. Voltage:	23.3
Motor energy to rear wheel (estimated):	2863 kJ (795 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	2813 kJ (781 wh)
Total energy delivered (est.):	5676 kJ (1577 wh)
Link to:	Strava

Santa Cruz, April 28, 2013 - I rode from home to Santa Cruz to hang out with Laura and Michael and the dogs while they were relaxing at Laura's house in Santa Cruz.

While I have often ridden to the coast and arrived in Santa Cruz via CA1, today I took a slightly less indirect route that had me climbing CA9 then heading south on Skyline Blvd., Bear Creek Rd., and Summit Road, then descending Soquel-San Jose Road.

When I got into town I stopped at D'Anna's Deli for a take-out sandwich to eat at Laura's. I had also brought a compact 7 Amp charger so that I could top off my charge while I was stopped.

By the time I had arrived at Laura's I had used about 16 Amp-hours, and since I was only planning to be at Laura's for two hours at most, I would not be able to top off the battery, but I'd get about 90%. If I were to plan a shorter stop or to use more battery energy I would do better to bring my 15 Amp charger, even though it is bulkier and heavier than my 7 Amp charger.

Although Michael was sure he had seen an outlet near the water heater closet in front of the house, I found none. In fact, there were no outlets visible outside her house at all. Fortunately, there was an outlet inside the house not far from the front door, and my cord was just long enough to reach between it and my bike parked outside.

Since I had a nearly full battery for the return trip I decided to head out to Corralitos via Trout Gulch, Valencia, Day, and Hames Roads, and then take the remote route up Eureka Canyon Road and Highland Way.

Sunset came early to the forest at the bottoms of the canyons, casting deep shadows across my path. Although the temperatures were cool, they were never so cold that I felt like stopping to put on another layer.

I toyed with the idea of continuing on Summit and Skyline as far as Page Mill, but as I drew closer to CA17 where traffic thickened I decided my ride would be long enough if I returned home on the direct path. If I kept moving I ought to be able to get home just before darkness closed in. To make up for my slightly "shortened" route, I took Melody Lane and then the route around the east side of Lexington Reservoir on Alma Bridge Road.

I had planned to take the Los Gatos Creek Trail from the top of Lenihan Dam but when I glanced over to CA17 I could see traffic moving slowly down through The Chute. So, I took CA17 into Los Gatos, crossing lanes of slow-moving traffic to reach the Santa Cruz Avenue exit.

I arrived home at about 2000 and felt I had ridden far enough for the day.

GPS track:	GPX
Bike Ridden:	Power Pursuit F2
Distance:	71.8 miles
Cumulative climbing:	6100 feet
Total Time:	4:18:41
Riding Time:	3:55:13
Avg. Speed (moving):	18.3 mph
Max. Speed:	49.5 mph
Nominal System Voltage:	24
Battery energy capacity:	950 wh
Battery energy consumed:	831.7 wh
Wh/mi:	11.6
Battery Amps-Hour Used:	32.6
Peak Current:	44.9 Amps
Min. Voltage:	23.1
Motor energy to rear wheel (estimated):	2156 kJ (599 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1603 kJ (445 wh)
Total energy delivered (est.):	3759 kJ (1044 wh)
Link to:	Strava

Classic Coast Loop, April 22, 2013 - I quickly rode a classic loop to the coast and back, climbing over Old La Honda Road and CA84 to San Gregorio, and returning on Stage Road, Tunitas Creek Road, and Kings Mountain Road. Weather was warm on the east side, comfortably cool on the coast side.

I saw few cyclists out on a Monday afternoon, but I did run into a young rattlesnake that was stretched across the right-side tire track on Old La Honda Road just downhill from The Faces in the rock. I stopped to move it off the road.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	55.7 miles
Cumulative climbing:	4600 feet
Total Time:	3:50:03
Riding Time:	3:29:14
Avg. Speed (moving):	15.9 mph
Max. Speed:	46.2 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	697 wh
Wh/mi:	12.5
Battery Amps-Hour Used:	27.8
Peak Current:	63.2 Amps
Min. Voltage:	22.8
Motor energy to rear wheel (estimated):	1807 kJ (502 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1302 kJ (362 wh)
Total energy delivered (est.):	3109 kJ (864 wh)
Link to:	Strava

Skyline Boulevard Loop, April 17, 2013 - Today I took the afternoon off to enjoy the outdoors again. My route was generally a loop up Page Mill, south on Skyline, and down Bear Creek Road and CA17 into Los Gatos. A few twists included a slightly different route than usual through Los Altos and Los Altos Hills (with a short exploration of La Loma). On the inbound leg I stopped by my optometrist's office to collect my new eyeglasses.

I hadn't been down Bear Creek Road in a while, and I had forgotten what a crappy descent this is. The road is steep and heavily-traveled by the locals, especially those traveling from or to Boulder Creek and the upper San Lorenzo Valley. Most drivers took care to stay on their side of the yellow line, but a few drove atop the line. Uphill traffic was heavy. I would not be leaning over the line on the curves today! The road is poorly banked and coated with a fine layer of tire rubber from motorists drifting around the corners. Near the top several rough patches of asphalt still clung to the road. The only good thing about the descent is that it is over with quickly.

Descending The Chute (CA17) into Los Gatos was an armful today as the wind was fierce, mostly from the front. I took the lane early to avoid getting blown off the road as my speed down the hill from the dam increased. Traffic on CA17 northbound at 1630 was light, but not light enough for me to slide over to the Main Street exit.

Weather was in the low-70s F in the valley, cooling ten degrees on Skyline. I saw more cyclists than I expected on Page Mill Road and Skyline Blvd., including what was likely the Hills 'R' Us ride returning north on Skyline when I was heading south. Once I got south of Saratoga Gap I saw no other cyclists until I got back down into the valley.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	55.1 miles
Cumulative climbing:	5030 feet
Total Time:	3:30:31
Riding Time:	3:14:29
Avg. Speed (moving):	16.9 mph
Max. Speed:	46.3 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	643 wh
Wh/mi:	11.7
Battery Amps-Hour Used:	25.4
Peak Current:	66.1 Amps
Min. Voltage:	23.4
Motor energy to rear wheel (estimated):	1665 kJ (463 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1330 kJ (369 wh)
Total energy delivered (est.):	2995 kJ (832 wh)
Link to:	Strava

La Honda, April 10, 2013 - What a day for a bike ride! Today was the first day of the year I wore shorts and short sleeves for the entire ride. Temps were in the mid-80s F when I left home, peaked at about 90F as I rode past Sharon Heights, and dipped to the mid-70s F in La Honda.

I saw a few cyclists out enjoying the afternoon, but not as many as I expected. Motor traffic was heavy until I got past I-280. I had Old La Honda Road to myself, and on my descent down CA84 into La Honda I saw no motor vehicles going my direction

I continued up Pescadero Road and Alpine Road without pausing. Again I had the road to myself. When I got to the top of Page Mill Road I saw more cyclists out enjoying a late afternoon/early evening ride up to Skyline. I continued down to Arastradero Road, then took the back roads through Los Altos Hills followed by one of my usual routes home. Overall it was a good ride with the best weather yet this year.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	63.5 miles
Cumulative climbing:	9930 feet
Total Time:	6:37:53
Riding Time:	5:09:18
Avg. Speed (moving):	12.3 mph
Max. Speed:	46.9 mph
Nominal System Voltage:	24
Battery energy capacity:	1300 wh
Battery energy consumed:	1247 wh
Wh/mi:	19.6
Battery Amps-Hour Used:	50.1
Peak Current:	58.9 Amps
Min. Voltage:	22.7
Motor energy to rear wheel (estimated):	3232 kJ (898 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1749 kJ (486 wh)
Total energy delivered (est.):	4981 kJ (1707 wh)
Link to:	Strava

Nifty Ten Fifty, April 7, 2013 - I left home at 0640, leaving plenty of time to arrive in El Cerrito, find parking, and set up the bike in an unhurried fashion. Somewhere near Marina Ave. in San Leandro, northbound traffic on I-880 came to a complete stop for about 20 minutes. I turned off the engine until I could see the trucks some distance ahead begin to move.

People in their cars got out and tried to get a look at why traffic was stopped. Then, just as mysteriously traffic began to move again. Further up the highway I saw no debris on the road, no officials conducting investigations, and no firemen mopping up accident scenes.

Was it one of those impromptu "side shows" taking place on the freeway we have been hearing about recently? 0700 on a Sunday seemed an unlikely time. I looked for tell-tale donuts in the lanes but saw none. Hmm.

I finally arrived at Cerrito Vista Park with about 20 minutes to spare, not enough time for me to put my bike together. The "B" group I had intended to ride with, or rather to follow most of the way was gathering. I stopped to listen to Paul McKenzie's pre-ride announcement then went back to my assembly task after the group left.

As it happens I rode alone most of the day, behind the "B" group initially, then with them only between the 3rd and 4th climbs, the traverse to the base of El Toyonal.

The first climb up Moeser Lane went quickly. I rode the early climbs faster than I had intended as I was trying to catch up to the "B" group and also because I had made a couple of false turns on the early part of the route through El Cerrito and Kensington, stopping at one point to ask a dog-walker at Kensington Park the best way to get to Highland Blvd., and had to backtrack to stay on route.

The biggest challenge of the day was staying on route. Even though I had ridden most of these roads in the mid-1990s when I was at UCB, I couldn't remember all the names of the streets nor how exactly they were connected. An instruction to turn right onto Upton Lane (a public stairway) left me wondering why there was no mention of any trials segments on the course. Also, the landmarks looked different in places, especially in areas burned in the 1991 fire.

My bike made it up Marin Ave. in the middle ring, just. I was hitting my maximum power draw at the 45A current limit (24.1 volts) on the steepest pitches while I was pedaling as hard as I could. It was fortunate that the Marin climb was early in the ride when my battery and legs were fresh.

The "B" group was waiting at the top of the climb. I followed them up Grizzly Peak Blvd. then down Shasta and Wildcat Canyon Roads. Somehow I got ahead of them when I took the official route that veered off of El Toyonal onto Loma Vista and later onto Alta Vista.

After saying, "Hi.", to Bill Dunn who was waiting at the top of Lomas Cantadas, I decided to ride on as I was cooling off enough that I'd want to put on more clothing for the descent if I waited longer and then have to peel down again before the next climb.

I pressed on down Grizzly Peak Blvd., suspecting that I was riding on the same asphalt I rode in the early 1990s, now patched and broken from years of deferred maintenance. I descended carefully. The descent from Grizzly Peak Blvd. down to Euclid on Senior, Avenida, Parnassus, Buena Vista, et al was as I recall, although the road surface was even harsher. Some streets appeared to be returning to dirt. I was most disappointed with Buena Vista that was smooth as glass in 1995, now all cracked and sagging.

A short tour of the central UCB campus later found me climbing past Memorial Stadium and up Strawberry Canyon. Again I saw Bill Dunn and further up the road, Alison Chaiken, who was just starting the steep part of Centennial Drive near the Botanical Gardens.

The loop through Tilden Park went quickly, although the road was crowded with dense auto traffic. At the top of Canon Drive, I turned left and returned up Wildcat Canyon Road, stopping briefly at the Island Picnic area for a snack and a chat with Bill Dunn and Alison Chaiken. Just before I stopped the "B" group passed going the other way, and just after I stopped the "A" group arrived, then decided to keep moving and pedal 'round the Canon Drive loop first.

I didn't want to wait for the "B" group to catch up now, so I pressed on to South Park Drive and climbed back into the fog. The Oakland-bound descent of Grizzly Peak Blvd. in the fog left my glasses covered with beads of water. The road was also rough, although I recall it had always been bumpy with frost-heave like joints even 20 years ago.

I continued onto Skyline Blvd., stopping to admire a wild turkey tom in full display standing by the side of the road, and cruised leisurely down to the four-way intersection with Pinehurst and Shephard Canyon Roads. I turned right and dropped down Shephard Canyon, allowing myself to coast un-braked once I hit the bottom of the canyon where the road straightens out, allowing high speed with a bigger margin of safety provided no one pops out of a driveway or a side-street.

The first stop sign at the bottom of the descent is at Snake Road, although one wouldn't know that without foreknowledge as the street sign is missing. I turned right and climbed Snake Road's even grade back to Skyline Blvd.

At the second junction with Elverton Drive I turned left, then right onto Thornwood that descends the side of a canyon away from any residences. I doubted I had ridden Thornwood before or I would have recalled this detail.

At Sobrante Road I turned right and continued down Thornhill Drive to Mountain Blvd. where I turned right again. This part of the route was familiar as part of my old "after school" route. I recalled that I often rode this with my old friend, Bruce King, who used to join me when he could leave work early.

My old route went left on Fernwood and continued on Duncan rather than to climb the short pitch on Mountain to get to Broadway Terrace. It was the latter on which I would turn right and begin a long climb back to Skyline Blvd.

The route sheet had more waypoints than necessary on this section as the road was well-signed all the way. But, better to have too many waypoints than not enough.

At Skyline Blvd. I turned left and began a long gradual descent to Tunnel Road, then down Tunnel Road to Hiller that rose in frightful aspect from its intersection with Tunnel Road.

Hiller was not quite as steep as it looked, and not as long as Centennial or Marin. What followed was a circuitous route through the Hiller Highlands, an area that burned almost completely in 1991. Only a few houses looked older than 20 years. The newer houses had a sturdy if industrial look about them. Stucco exterior and tile roofs were the norm, and windows and garage doors were framed with metal. Front doors were the only things made of wood.

My last ride was through a denuded neighborhood. Twenty years later new houses had been built and landscaping had grown thickly and high enough to soften their edges. I descended Drury, Amito, Gravatt, and Alvarado back to Tunnel Road a couple blocks up from The Claremont (hotel).

At the start we were advised to regroup at the Peet's on Domingo. I rode around the block and ran into Carl Nielson who had apparently become separated from his group before the last climb. Not satisfied to have missed a climb, he rode back up Tunnel Road to complete the Hiller Highlands loop on his own while I rode over to the Peet's to take a break. I figured I'd wait to see if a group formed for the final climb of the day.

Not too much later the Elite group rolled by. Most of them chose to press on without a break. Then the "A" group arrived and stopped.

After Peet's we started up Claremont Ave. then continued up Grizzly Peak Blvd. now mostly in the clear sun of the afternoon. A breeze had kicked up. The path around the gate marking the road to the summit of Vollmer Peak had been conveniently paved but could not quite be ridden at speed. The road itself was in decent shape with the usual eucalyptus duff on one corner and a short stretch of mud in another spot that contributed to most of the dirt collected on my bike from the entire ride.

The final push to the summit is probably the single steepest section of pavement of the day.

I waited at the summit for others to show, and they arrived one by one, and on their faces expressions of pain and relief. We took group photos (1, and 2), and then I took a few more on the way down from the summit where a sweeping view to the east can be enjoyed.

I returned to El Cerrito by way of South Park Drive--couldn't resist what had been in my more reckless days the fastest descent in the Bay Area at about twice the posted speed limit. Unfortunately, traffic on the road today precluded any possibility of reliving that memory, and it is probably just as well.

After I returned to the start, packed up the bike, and changed clothes, I met Paul McKenzie and Bill Dunn at Paul's house whereafter we met Gaston Macmillan and enjoyed well-deserved pizza dinner in Berkeley at Lanesplitter Pizza, who hold a liberal bike parking policy of allowing customers to bring their bikes through the restaurant to park in the rear garden area away from the street.

Thanks to Paul McKenzie and his able assistants (Bill Dunn and Gaston Macmillan) for putting on a good show today.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	122.0 miles
Cumulative climbing:	8730 feet
Total Time:	9:28:33
Riding Time:	8:01:50
Avg. Speed (moving):	15.1 mph
Max. Speed:	47.5 mph
Nominal System Voltage:	24
Battery energy capacity:	1375 wh
Battery energy consumed:	1225 wh
Wh/mi:	10.0
Battery Amps-Hour Used:	48.4
Peak Current:	45.6 Amps
Min. Voltage:	22.9
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	3174 kJ (882 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	2972 kJ (826 wh)
Total energy delivered (est.):	6146 kJ (1707 wh)
Link to:	Strava

Mount Hamilton Clockwise, March 24, 2013 - I left home shortly after 0900 and headed east on Central Expressway and across north San Jose. I rode without using the motor, pushing all 113 lbs of bike and extra batteries over the overpasses, under the underpasses, and up the gradual incline of the land as far as Piedmont and Calaveras Roads.

At Calaveras Road I decided to give my legs a rest, relatively speaking, and dialed up the assist level to get me up the hill. Up to this point I hadn't seen any other cyclists out on the roads, but I ran into a number of them while climbing Calaveras Road. A large group were gathered in the shade at the top of the climb.

I continued on, zig-zagging my way into and out of furrows in the hillside as I gradually made my way northward.

Somewhere near the dam holding back Calaveras Reservoir I was overtaken by Alexander Komlik who was out to explore Geary Road in Sunol Regional Park. Wind and proximity made conversation difficult, but at first I thought he was planning to climb Welch Creek Road.

As I was riding at a moderate pace, wishing neither to squander my battery in the early stages of a long ride nor to lose control of my overweighted bike on the sharp twists of the road, I told Alexander not to let me hold him up, and he rode on ahead, although I caught up to him again as he was slowing to turn right onto Geary Road.

I continued north on Calaveras Road and then turned left to get onto I-680 northbound that took me to CA84 toward to Livermore. When I ride the Mount Hamilton Loop clockwise, I prefer to climb over Pigeon Pass on CA84 than to ride through Pleasanton on either Stanley or Vineyard. Only one short section of road eastbound is missing a generous shoulder.

In Livermore I took Holmes to Concannon and then got onto the parallel bike path that took me along South Livermore Ave. to Tesla Road. At Mines Road I turned right and started the long ride south.

Again without using the motor I rode as far as the bridge over Arroyo Mocho at the base of the first climb. It's interesting how I experience more enjoyment when I apply moderate effort plus motor power on a steep climb at 8-9 mph compared to the tedium of plodding up a gradual incline exerting the same or what feels like more effort under my power alone at 11-12 mph. I really need to get some higher-capacity batteries for these long rides so that the assist system carries its own weight more often.

I saw a few cyclists riding the other direction, but not until I was nearly upon Eylar Summit at the head of Arroyo Mocho did I pass cyclists traveling in my direction.

I stopped at The Junction Cafe and tried out their new-on-the-menu Vegan (Boca) Burger, a pleasant alternative to a cheese sandwich for those of us who eschew greasy meat fare while exercising.

After fielding the usual questions from others about my bike, I departed The Junction, heading south.

For the entire trip between The Junction and the summit of Mt. Hamilton I saw no other cyclists. In fact, I saw little traffic altogether. Just a few cars went by in each direction, no more than 10 or 15 altogether for the entire two hours. My only company were the ground squirrels that in spite of light rainfall this year yielding a thin crop of new foliage, appeared to have reproduced in sufficient numbers to keep a healthy population of raptors and other predators fat and happy.

Riding this loop clockwise one hits the main climb late in the day. Leaving the hardest climb for last can be hard on the legs unless one uses an assist, but that climb is often in the shade of the mountain. Such was the case today, and from the shady road I was often able to steal a view through the trees of the land far below bathed in late-afternoon sunset hues.

When I arrived at the top of the climb beneath Copernicus Peak I continued along the ridge and detoured to the summit of Mt. Hamilton to enjoy the hazy view for a few minutes while I ate a snack.

The trip down the west side of Mt. Hamilton went about as expected. The upper part of the descent was bumpy, with gravel frequently in the corners. Fortunately, traffic was light. I had no one overtake me from the rear all the way to Alum Rock Ave., which made for a less stressful descent.

Some parts of the road have received new pavement: nearly the entire length of the lower descent and the lower half of the upper descent. The middle descent is still rough, relatively speaking, having received a recent "tar and gravel" job.

At Alum Rock Road I saw that a sidewalk had been constructed on the north side next to the golf course.

I continued down the road to McKee, then took the usual roads back through east and north San Jose, and eventually home.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	114.0 miles
Cumulative climbing:	8970 feet
Total Time:	9:53:42
Riding Time:	7:08:04
Avg. Speed (moving):	15.9 mph
Max. Speed:	44.7 mph
Nominal System Voltage:	24
Battery energy capacity:	1375 wh
Battery energy consumed:	1145 wh
Wh/mi:	9.9
Battery Amps-Hour Used:	45.0
Peak Current:	44.6 Amps
Min. Voltage:	22.9
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2967 kJ (824 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	3078 kJ (855 wh)
Total energy delivered (est.):	6045 kJ (1679 wh)
Link to:	Strava

Santa Cruz, March 17, 2013 - Today my plan was to ride to Santa Cruz by way of a big loop. This meant invariably arriving in Santa Cruz on CA1 and getting to CA1 by one of several different routes.

Because I'm still riding with a rim brake on the rear of my hard-fairing bike, and I wanted to take that bike, I rode over Old La Honda, then down CA84 where I can coast without using the brake too much.

Since I hadn't taken Pescadero Road west since my last ride to Santa Cruz I decided to hazard the descent of the west side of Haskins Hill. Temperatures were cool, and I was able to get to the bottom without overheating the rim.

I detoured on Wurr Road, riding it east to west, and then continued west on Pescadero Road, passing the re-opened Loma Mar Store, under new ownership. I made a mental note to stop in there sometime soon, perhaps after riding a loop including South Butano Road or Gazos Creek Road through Big Basin. The place looks as if it has seen a minor facelift with clean new window trim. Someone (the owner, perhaps) was out on the road blowing off the redwood duff.

I passed the flagpole in Pescadero, but I didn't detour or stop in town. I continued west and turned left on Bean Hollow Road and climbed up past the landfill, under the Monterey pines, and down again to CA1 near Bean Hollow Beach.

From there I took CA1 south, cruising in the low-20 mph range. A stiff tailwind was blowing, but I was more in the mood to enjoy the scenery and not to ride too fast, unless gravity was doing all of the work. Riding fast requires more mental effort to pay attention to small details lest they become big problems. Because the wind wasn't always blowing from 6 o'clock, I had to stay alert to occasional gusts that pushed me around a bit.

As I neared Swanton Road I decided I'd detour off the main highway as I hadn't been that way recently, not since 2007 had I ridden north to south.

Just as I was about to get back on CA1 I got a call from Laura who complained that my Latitude location hadn't changed in 40 minutes. I told her that I probably didn't have good network connectivity and that I would arrive at the Saturn Cafe in Santa Cruz at about 1330.

As our conversation ended I turned left onto CA1 and continued without delay, setting the power throttle to 600 watts (in), and cruising around 28 mph, although speed varied over the rolling hills.

I got into town earlier than I expected and arrived at Saturn Cafe a couple of minutes early, finding a spot in the ample bicycle parking area near the exit door, and under a watchful security camera. I could see that Laura was on her way but would be a few minutes late.

Back in the early 1990s I often stopped for lunch at Saturn Cafe after riding to Santa Cruz when the cafe was located on Mission Street. I remember eating a hearty lunch then relaxing on the old sagging easy chairs at the back of the restaurant, enjoying the darkened interior.

The new cafe in downtown Santa Cruz (at Laurel and Pacific) was much lighter due to the lighter paint scheme and the floor to ceiling windows. Aside from the greater light, the decor was similar: planets still hung from the ceiling, and tables were old jewelry display cases filled with ticket stubs and other memorabilia. The place still had a funky feel.

The menu had changed, although the food was still vegetarian with optional vegan dishes available. Laura and Michael had the California Burger, while I had the Peanut Royale that was just a bit too much food for me. Michael and I both had milkshakes--I had the almost-vegan version. (Chocolate chips weren't vegan.) I don't often find myself unable to finish a dish after I've been riding, but today for some reason I wasn't as hungry as usual.

After a couple of hours of relaxation and good conversation we left our seats. I walked with Laura and Michael out to their car where the dogs were let out to relieve themselves, but not before giving me a full greeting.

We said our goodbyes, and I proceeded up Branciforte and Granite Creek Roads, continuing up Glenwood and Mountain Charlie Roads.

I had sort of hoped to find my water bottle that I had dropped somewhere on Mountain Charlie Road a few weeks ago, but I suspect it had long since been collected by someone else.

Mountain Charlie Road needs a new surface. Broken patches, potholes, gravel, and dirt are encountered frequently. Even so, the climb is my favorite climb from Santa Cruz due to the low traffic and interesting topography. The road follows a route atop a ridge descending from the main ridge, offering views alternately of the west and east sides and occasionally passing directly atop the ridge.

I continued down the north side of Summit Road on the usual Mountain Charlie Road and Old Santa Cruz Highway. Instead of going all the way to Bear Creek Road and down CA17 I veered right onto Aldercroft Heights Road and took the back way around the reservoir on Alma Bridge Road and descended the Los Gatos Creek Trail.

On the point of safety, I think it's a wash. The creek trail is steep and loose in places. Pedestrians and other traffic are potential hazards, and even with the slower pace overall on the trail, a mishap seems more likely to occur. On CA17 the whole experience passes quickly. A mishap is unlikely, but should one occur, the outcome would invariably be grave.

From Los Gatos I took one of my usual routes home, arriving just after 1800.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	94.2 miles
Cumulative climbing:	8180 feet
Total Time:	7:50:43
Riding Time:	6:14:26
Avg. Speed (moving):	15.1 mph
Max. Speed:	48.0 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	934.1 wh
Wh/mi:	9.9
Battery Amps-Hour Used:	36.7
Peak Current:	46.5 Amps
Min. Voltage:	21.6
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2421 kJ (673 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	2921 kJ (811 wh)
Total energy delivered (est.):	5342 kJ (1484 wh)
Link to:	Strava

Pescadero, March 10, 2013 - I tried to get up early on the first day of Daylight Savings Time, where the night before we had all set our clocks ahead an hour, giving us an extra hour of daylight at the end of the day (and an hour less at the beginning of the day). I only managed to get on the road after 1000, but it felt like 0900.

On my way up Page Mill Road I saw Cheryl Prothero descending. A couple of minutes later I was not too surprised to see Steve Prothero descending. They must have managed to get themselves up early and were the only two bike people I recognized on the road today with my new "eagle eyes" lens prescription.

Further up Page Mill Road I stopped to photograph a group of scruffy looking deer sniffing near someone's garbage cans.

My intention today was to get to Pescadero for lunch, then return by a different route. Significant constraints were that I did not want to descend a road that would have me dragging a brake most of the way, heating the rim and blowing off my tire, or as has been occurring lately, heating the tire bead enough that the tire slides around the rim, tearing off the valve stem. That ruled out descending Alpine Road, CA9, Page Mill Road, and Kings Mountain Road.

So, my route would take me north on Skyline to Old La Honda (west), then down CA84 to San Gregorio. I would then take Stage Road to Pescadero.

After eating an enormous sandwich that I purchased at the Archangeli deli--only buy a full sandwich on a "Dutch Crunch Roll" if you want a big meal or can split with someone--I climbed up Pescadero Road, detouring on Wurr Road as I hadn't been that way in a while.

Half way down the shady side of Haskins Hill I got stuck behind traffic, and I worried that I might heat my rims too much. Fortunately, I made it to the bottom without incident.

I climbed Alpine Road, stopped briefly to photograph the view of Peters Creek Canyon and again to note the license plate number of a vanity pickup truck driven by a careless, impatient youth that passed me too closely. I saw only one other cyclist the entire way. A guy was climbing quickly, and we leap-frogged each other a couple of times after I stopped.

At Skyline I headed north again, this time stopping at the Russian Ridge Overlook where the light of late afternoon made for a better photograph of distant sights than the light of mid-day on my earlier pass of the same spot.

At Old La Honda I veered off Skyline and descended to the northeast. You might think that Old La Honda would be a "forbidden" road, based on my rule above. I think I have less problem with rim heating descending Old La Honda because I tend to use my front brake more as there are places where I slow down to a crawl--a few very blind corners where the road is barely wide enough for a truck, for example.

I then continued through Portola Valley and then coasted down Alpine Road as I usually do, without pedaling, all the way to the stopsign at I-280. I then took usual roads home.

It was a beautiful day for a ride with perfect weather, and not too windy.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	74.5 miles
Cumulative climbing:	7700 feet
Total Time:	6:31:00
Riding Time:	5:28:28
Avg. Speed (moving):	13.1 mph
Max. Speed:	43.8 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	857.5 wh
Wh/mi:	11.7
Battery Amps-Hour Used:	34.1
Peak Current:	62.8 Amps
Min. Voltage:	21.5
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2223 kJ (618 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	2342 kJ (651 wh)
Total energy delivered (est.):	4565 kJ (1268 wh)
Link to:	Strava

Little Basin and Bloom Grade, March 4, 2013 - While preparing for today's ride I debated with myself whether I should take an extra battery for an additional 210wh capacity or avoid carrying the extra weight. I went over in my mind where I was planning to go.

There was the possibility I'd have to backtrack while I explored Bloom Grade. I also didn't feel particularly energetic today. If I rode with my usual 900wh I'd be cutting it close by the time I got home, but it should be OK if I didn't have to backtrack up a climb. In the end I decided to carry the extra battery, but as it turns out I didn't need it.

Normally I try not to use the motor at all for the first 10% of the ride. This is usually not difficult as the first 10% gets me across the flat suburbs before the roads head up into the hills. Today since I was carrying an extra battery I decided to use the motor to get me started from stop signs and lights, then cruise under my own power. This was easier on my knees.

I left home under foggy skies. As I rode south through Cupertino the sun emerged from behind the clouds. By the time I got to Saratoga I had used a couple of Amps-hour, not too much.

On the climb up CA9 to Saratoga Gap I dialed in about 350-500 watts, a moderate amount of assist.

Traffic on CA9 was light. I almost had the road to myself, so seldom did a car pass going in my direction.

At one of the large 180-deg. curves a flatbed truck carried a minivan that appeared to have rolled onto its side. The metal and framing were all wrinkled and bent out of shape and the windows blown out. The vehicle would almost surely be a total loss.

About a mile further up the road I could see the tell-tale sign of a car having been pulled over the edge of the embankment. The disturbance in the earth looked fresh.

When I got to Saratoga Gap I paused briefly to put on my long sleeves for the descent. Another cyclist dressed in a Garmin-Cervélo kit was climbing from Boulder Creek and said, "Hey Bill!", as he passed. I said, "Hi.", but I didn't recognize the rider. I thought it might be Adrien Costa, whom I had seen a couple weeks earlier out this way, but he didn't look like Adrien. I need to get a new eyeglass prescription.

I continued south on CA9 down to Waterman Gap. While I saw a few cars climbing the other way, I encountered no one going in my direction. The absence of traffic made for a stress-free descent. I coasted all the way down, even over the short bump before the final plunge to Waterman Gap.

At CA236 I continued straight toward Big Basin. This section is beautiful, but I always find myself zoning out and day-dreaming along here. The curves on the road all look similar, and there are few notable landmarks. Before long I reached the high point and began to descend into Big Basin.

I didn't go far before I encounted an older guy riding an overloaded bike in the same direction. I slowed and pulled alongside to say, "Hello." He asked me if this was the way to Redwood City. I told him Redwood City was back the way he had come and then gave him directions. He said some woman told him to go this way to get to Redwood City.

"Only if you don't mind lots of climbing and dirt roads," I replied.

He asked me if I would sell him a "health bar", but I gave him a Clif bar from my stash. He would need it for the climb from Waterman Gap to Saratoga Gap.

After we parted ways I felt slightly guilty that I didn't give him two bars.

I descended into Big Basin by taking the North Escape Road down alongside Opal Creek. The Escape Road was as I remembered, covered with redwood duff. I saw no one until I got to the park HQ, and then only a few cars were parked nearby. The store was closed.

I pressed on toward Boulder Creek on CA236 and climbed up out of Big Basin.

At Little Basin Road I turned right and continued along the route I had taken three weeks earlier. This time I continued past the entrance to Little Basin and descended an un-trodden dirt road.

I had last come this far in 1992 when I climbed up to Eagle Rock. Today I continued past the turnoff for Eagle Rock. According to the map Little Basin Road continues alongside Scott Creek for some distance and appears to serve a few residences in the canyon. There was no sign that any resident used this road regularly to access their property. The map also shows a connection to the top of Empire Grade Road near the Lockheed Facility. Unfortunately, the map shows no connection to the coast. My plan was to go as far as I reasonably could, then return the same way.

Little Basin Road continued for a short distance before fording a stream. Not far beyond I reached a substantial gate that appeared to be relatively new, surprising in light of the road appearing to be little used. There was no easy way past the gate, although if I had been determined I could have squeezed past the left post after removing my packs. But, I didn't have time or inclination for that today.

I turned around and headed back up Little Basin Road.

When I got to the top of Bloom Grade I turned right and began descending past the barricades. I wondered why Santa Cruz County barricades had been placed there.

Whenever I explore a new road from its summit, there is always the risk that I'll have to return by climbing back out. It was this risk that led me to carry the extra battery today. A couple of times I thought I'd need to return up Bloom Grade, but I did manage to find a route through to the bottom.

The upper part of the road is well-maintained, at least as far as number 505. From there the road becomes a rough, rutted, sometimes steep trail overgrown by Scotch Broom. I continued down.

Surprisingly I saw no bicycle tire tracks, mountain bike or otherwise. But, I did occasionally see a wide knobby tread pattern that looked like it might have been made by a dirt bike or ATV. Probably dirt bike as I only saw one such track.

Lower down the road widened and became plausibly drive-able. After I passed a couple of driveways the road became well-graded dirt, and not much lower the road became paved. I made a wrong turn down Pond View Drive and had to backtrack, Fortunately, there weren't too many wrong turns I could make. But today the odds weren't with me as I managed to explore a couple cul-de-sacs.

I paused in front of the house at the uppermost end of the subdivision surrounding the Boulder Creek Country Club. A guy coming out of the house asked me if I had come down Bloom Grade. At first I though I was going to get a lecture about riding through a "private neighborhood". But, he then told me the guy who lives up the hill (505) hassles people who try to travel up and down Bloom Grade. We talked for a few minutes more. He had lived there "since 1968" and had enjoyed taking the old roads in the area. But, it was clear he was not fond of his neighbor up the hill.

After one more wrong turn--not all roads leading down went through--I finally found my way out of the maze of streets to CA236 in front of the country club. From here I cruised down into Boulder Creek.

My plan was to take Bear Creek Road, then CA17 into Los Gatos, just as I would if I were driving. As I passed the turnoff for Bear Creek Road I decided that since I had ridden up that way three weeks ago, today I'd take CA9, then Redwood Gulch and Stevens Canyon Road.

Just before I reached Sempervirens Overlook I passed again the guy on the overloaded bike. I stopped briefly--there was no safe turnout--to chat and to give him another "health bar" from my stash. He seemed happy to get it.

My trip down CA9 and Redwood Gulch went without incident, and I arrived home just after 1800.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	63.6 miles
Cumulative climbing:	3430 feet
Total Time:	4:43:58
Riding Time:	3:40:35
Avg. Speed (moving):	17.3 mph
Max. Speed:	45.4 mph
Nominal System Voltage:	24
Battery energy capacity:	950 wh
Battery energy consumed:	656.6 wh
Wh/mi:	10.3
Battery Amps-Hour Used:	25.6
Peak Current:	48 Amps
Min. Voltage:	23.7
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1702 kJ (473 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1229 kJ (341 wh)
Total energy delivered (est.):	2931 kJ (814 wh)
Link to:	Strava

Redwood City via CA92, February 28, 2013 - My mid-week ride this week took me back along many of the same roads from last week.

I rode from home to Woodside, heading for Kings Mountain Road. After passing Robert's Market I decided at the last minute to turn right on Albion then to Manuella rather than take CA84 to Kings Mountain Road. Then again at Greer Road I turned right and took the back way through Huddart Park.

This latter detour I had planned ahead of time as I wanted to take a bumpy road to see if it would cause my headlight to flicker.

On my last Santa Cruz ride I had discovered that the power connection on my headlight was being intermittently broken, causing the light to return to the "on" state in maximum brightness mode, the default state. Since then I had swapped the headlight with the same model on my other bike to see if the problem was in my wiring or in the headlamp itself. Since I experienced no power loss from road vibration with this lamp, I'm thinking now that there is a loose connection in my other lamp, perhaps a cold solder joint.

Fortunately, the gate for the service road at the bottom of Huddart Park was open, so I didn't have to stop and lift the bike over the large stone next to the gate. I rode up through the park, then turned right on Kings Mountain Road and pressed on up the hill at a pace brisk enough to generate four "Uh oh..." notifications on Strava. (If this occurs on a popular segment I now convert the ride to a Workout. But I don't like doing this because I usually have to go through and manually create all the interesting segments myself, and that is a lot of extra work.)

At Skyline Blvd. I turned right and continued over the top of Kings Mountain before heading down to CA92. The gusty breeze that I felt at home before starting my ride seemed to have settled down to an occasional movement of air, making the descent easier than I expected. But, this descent is always a bit stressful for me when I ride my hard-sided fairing bike as the wind crossing the ridge, especially at the pass where CA92 runs, can be strong.

At the bottom of the descent I continued across the division between Upper and Lower Crystal Springs, up the hill on the other side and then onto Canada Road.

Between the Water Temple and Edgewood Road I passed a guy on a Titanium Bacchetta Aero just as he was passing a guy on a time-trial bike. Would have made for a good photo. Later while I was stopped along the road near Jefferson the guy on the Bacchetta stopped to chat--a couple minutes later the guy on the time trial bike roared by. Then just as I was getting ready to resume riding, Dick Robinson came by, and we chatted for a bit.

Last week I had descended into Redwood City on CA84 (Woodside Road). Today I took Jefferson Ave. all the way down to Middlefield Road. I much preferred this route to Woodside Road, the latter having more traffic and being much less relaxing.

After I dropped off the e-bike parts at Chris Rothe's shop on Bay Road, I continued home on the same route I had taken last week. The sun set on me a little earlier today, but to make up for that the air was warmer and softer.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	117.0 miles
Cumulative climbing:	7910 feet
Total Time:	9:13:03
Riding Time:	6:57:41
Avg. Speed (moving):	16.8 mph
Max. Speed:	47.7 mph
Nominal System Voltage:	24
Battery energy capacity:	1300 wh
Battery energy consumed:	1187 wh
Wh/mi:	10.1
Battery Amps-Hour Used:	47.0
Peak Current:	45 Amps
Min. Voltage:	22.7
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	3076 kJ (854 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	2901 kJ (806 wh)
Total energy delivered (est.):	5977 kJ (1660 wh)
Link to:	Strava

Santa Cruz via Pescadero, February 24, 2013 - I tried to leave early, but I just couldn't get myself to move fast enough to get out the door by 0900 as I had intended. The plan was to ride from home to Santa Cruz and meet my sister, Laura, for lunch at Dharma's at 1p. She had an appointment that would end at 1p and another that would start at 2p, so the window was going to be tight.

For some reason I thought I could get myself to Santa Cruz in 4 hours by way of the "long route", heading to the San Mateo County coast and then south on CA1. Turns out this takes about five hours at quasi-biking pace. I might be able to do it in 4 hours (about 70 miles with 5000 feet of climbing) if I use a much heavier thumb on the throttle.

At 1130 I found myself in front of Pescadero High School and decided that I wasn't going to get to Santa Cruz (the east side) by 1300, so I sent her an email to that effect.

The first 9 miles of riding was under human power only. I had the bike loaded with batteries for the long trip, so it was heavy and slow. This put me in a "slow" mood. I didn't feel like pedaling hard. And, with the clear crisp weather with a light breeze from the west, I decided to enjoy the ride rather than give myself a case of get-there-itis. The journey was to be the goal.

The climb over Old La Honda and Pescadero Roads went smoothly. Traffic was light, including bicycle traffic. Usually I see more cyclists out on a Sunday, but today I only saw a few small groups and individuals.

On the climb up Old La Honda Road I set the cruise control to a constant power of 400 watts assist. This is power drawn from the battery. About 72% of that gets to the rear wheel. Added to what I can contribute, about 160 watts, and the assembly had about 450 watts getting to the road, good for about 9-10 mph on this climb, which is good for a time around 22-23 minutes.

Near the bottom I was passed by a cyclist. Another cyclist latched on for a while. I found it interesting that as the road steepened the other cyclist caught up to me more easily, but as it leveled off, he dropped back.

This makes sense, if you think about it. My bike is being driven with constant power, but it weighs more than a single cyclist. It's also more aerodynamic, although at speeds under 15mph, aerodynamics don't play a large roll. So, when the grade increased, my speed relative to the other cyclist was slower. I am assuming, of course, that the other cyclist is also riding with constant power.

But when he did manage to ride on my tail I could hear him breathing heavily and knew that he was over his threshold and would most likely not be able to maintain the pace for the entire climb. And, he did eventually drop back. Meanwhile, about 1/3 mile from the top I saw the first cyclist descending the other direction.

I continued down Old La Honda to the west and then down CA84 to Pescadero Road. As I climbed over Haskins Hill and down the other side into the Pescadero Creek watershed I was pleasantly surprised not to see any other traffic going in my direction for many miles. I had the road to myself.

Down through the dark, cold redwood groves of Loma Mar I went and then out into the coastal plain where small farms and ranchettes had been built over the years.

I decided to stay inland as long as possible on this trip, so I turned south on Cloverdale Road and didn't reach CA1, the coast highway, until Gazos Creek Road.

My ride south seemed to go slower than usual. There was wind, but I had a hard time identifying its direction. Often it felt like a crosswind blowing off the ocean, but occasionally it felt like a quartering headwind. The grass by the side of the road told an equally-confusing tale. Sometimes it would indicate a stiff tailwind, other times, a stiff headwind.

I continued south without stopping until I got a few miles outside of Santa Cruz to take a photo.

Since I wasn't going to meet Laura for lunch I stopped at the Subway sandwich shop on the west side of town to take a lunch break.

After lunch I rode to Laura's. When I arrived she was in the driveway speaking with a neighbor. Where were the dogs? I was expecting a smothering greeting, but the dogs were nowhere to be seen. She had left them in Menlo Park this weekend as her day was busy.

We visited for an hour before she went to take a low-tide walk on the beach, and I started my trip home.

The time was 1540 and I knew it would take me about 3 hours to make the trip home via Bean Creek Road and Mountain Charlie Road, my favorite route when returning home from Santa Cruz.

Near the bottom of Bean Creek Road I was briefly chased by an overweight dog whose will to chase was greater than its ability.

Then, somewhere on Mountain Charlie Road I lost a water bottle. I recall hearing something slap to the ground, looked back, but saw nothing, so I didn't investigate.

Unfortunately, Mountain Charlie Road is falling apart. Much like Eureka Canyon Road from last weekend, it seems that the county is relaxing its maintenance schedule for its rural roads. Potholes, gravel, minor washouts and collapses are all managed with minimal intervention. I can probably blame the rough road for my lost water bottle.

I can also blame the rough road for discovering that my headlight (Cycle Lumenator) power connection is intermittent, again. The headlight defaults to maximum brightness upon power-up, and when the power connection is intermittent, it comes back on at maximum brightness, even if I had been running at minimum brightness before the brief power loss. This was slightly annoying as I thought I had solved this problem last year.

At Summit Road I continued down Mountain Charlie Road to Old Santa Cruz Highway, and then down to CA17 that I took through The Chute to CA9 in Los Gatos. As I rode through Los Gatos and Saratoga, the twilight deepened, and as I rode north into Cupertino the sky went to full "off" dark.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	76.3 miles
Cumulative climbing:	5270 feet
Total Time:	6:51:10
Riding Time:	4:48:25
Avg. Speed (moving):	15.8mph
Max. Speed:	43.9 mph
Nominal System Voltage:	24
Battery energy capacity:	950 wh
Battery energy consumed:	741.8 wh
Wh/mi:	9.7
Battery Amps-Hour Used:	29.1
Peak Current:	37.6 Amps
Min. Voltage:	23.8
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1923 kJ (534 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1834 kJ (509 wh)
Total energy delivered (est.):	3757 kJ (1044 wh)
Link to:	Strava

Redwood City via San Gregorio, February 21, 2013 - My mid-week ride too me out to San Gregorio via Old La Honda and CA84 and back over Tunitas Creek Road and Kings Mountain Road. Temps were comfortable in short sleeves while I was in sunny areas, but the shady spots in the hills were chilly. Wind was blowing strongly from the northwest at the coast and in exposed areas elsewhere. I rode without stopping except as necessary.

When I got into Woodside I continued down CA84 into Redwood City. The most direct north-south route through town, Woodside Road is not a pleasant biking road. To keep up with traffic I was heavy on the throttle.

At Bay Road I turned right and stopped for about an hour to visit with Chris Rothe, fellow e-biker and machinist. He gave me a tour of his shop where his main business is precision machining and fabrication. One line of business is the fabrication of heart catheters used in the treatment for atrial fibrillation. He showed me one catheter that is designed to house a miniature camera that allows its operator an interior view of the heart.

Chris's side business, Kranked Kustoms, is building custom installations of the E-go kit onto high-end mountain bikes. He showed me some of his bikes and the work he has been doing. It turns out the E-go kit uses the same basic motor and gearbox from Headline Motor that Cyclone uses, although E-go puts their own heatsink on the motor and uses a Kelly controller.

After visiting with Chris I continued down Bay Road, then Marsh Road before finding the Bay Trail in East Palo Alto and riding home along the bay as the sun set.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	70.5 miles
Cumulative climbing:	6210 feet
Total Time:	4:54:22
Riding Time:	4:44:04
Avg. Speed (moving):	14.8mph
Max. Speed:	53.5 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	748.1 wh
Wh/mi:	10.6
Battery Amps-Hour Used:	29.6
Peak Current:	70.3 Amps
Min. Voltage:	21.9
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1939 kJ (539 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	2130 kJ (592 wh)
Total energy delivered (est.):	4069 kJ (1130 wh)
Link to:	Strava

Ess to Santa Cruz, February 16, 2013 - After setting up a family dinner at Dharma's in Capitola and Dad agreeing to drive my van from home to Santa Cruz, I set out for a one-way ride to Santa Cruz.

Since I didn't have to save energy for the return trip, I chose a somewhat indirect route that had me heading through Los Altos Hills to Page Mill Road, then south on Skyline, Summit, and Highland Way before dropping into Corralitos before heading into Capitola and eastern Santa Cruz near Pleasure Point. The route ended up resembling a large ess (S), hence the title.

On my way up Page Mill Road I was passed by many cars filled with passengers. And, as I passed the parking areas for the open space preserves I could see that they lots were mostly full.

Later as I passed Castle Rock State Park I could see that its small lot was full and the roadside parking was so crowded that small traffic jams developed on Skyline Blvd. as people waited for others to vacate their parking spaces, much as motorists do on a crowded city street. Fortunately, once I got past the park traffic thinned considerably.

I pressed on down Skyline to Bear Creek Rd. then onto Summit Rd. As I neared CA17 traffic got thicker and remained so as I continued east on Summit Rd. Once I got past the Summit Store, traffic began to thin, but things only really quieted down after I got onto Highland Way and began the zig-zaging route high above Soquel Creek.

Highland Way has always been a rough road, lying as it does upon unstable ground over the San Andreas Fault. Minor slides have consumed half the road in a few places, but Highland Way was not in worse shape than usual for this time of year.

The same could not be said for Eureka Canyon Rd. The upper part has always been rough, but ten years ago the middle and lower parts used to be smooth and fast. Now they are almost as rough as the upper part. The road has settled and cracked in many places. It's not the presence of patches, but that the road has seen too much heavy traffic since its last refurbishing. I suspect much of this traffic passed in connection with the Summit Fire several years ago. To compound the problem, the county has less budget these days to maintain rural roads.

About a mile above Rider Road a mud-spattered car driven by a local dissatisfied with my pace passed on a curve, wheels spinning and sliding, almost losing control before roaring off ahead.

At Corralitos I turned right on Hames Road and continued into Santa Cruz on Day Valley, Valencia, and Soquel Drive, getting caught up briefly in traffic going through the touristy part of Capitola before arriving at Laura's place and being given a Full Greeting by her dogs, Kumba and Jack.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	90.3 miles
Cumulative climbing:	8500 feet
Total Time:	6:36:41
Riding Time:	5:55:03
Avg. Speed (moving):	15.2 mph
Max. Speed:	46.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	937.1 wh
Wh/mi:	10.3
Battery Amps-Hour Used:	37.0
Peak Current:	45.1 Amps
Min. Voltage:	21.7
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2429 kJ (675 wh)
Human energy to rear wheel (calculated):	2760 kJ (767 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	5189 kJ (1441 wh)
Link to:	Strava

Big and Little Basins, February 13, 2013 - I left home around mid-day and headed out for a ride. I had a vague notion that I would ride to Big Basin and back as I hadn't been there in a while, but I hadn't worked out the exact route. Weather was cool to warm, clear, and calm.

I headed south on Hollenbeck and Stelling, rejoining Saratoga-Sunnyvale Road at Prospect, avoiding the traffic through the center of Cupertino.

I started up CA9 under human only power for the first mile or so, but I decided quickly that I had conserved enough of the battery. I dialed in about 300 watts of assist. That is 300 watts into the controller, which corresponds to a little over 200 watts of mechanical power to the road, in addition to my own human contribution.

I climbed at about 8.5-9 mph, a pace slow enough to be relaxing yet fast enough that I felt I was making reasonable progress.

As I was passing Redwood Gulch Road I caught a glimpse in my mirror of another cyclist some distance behind. I didn't recognize him at that distance, but I figured he must have been riding hard and/or been a strong cyclist. I don't often get overtaken on climbs.

At first I held my pace, but as the other cyclist drew closer I increased my speed. I didn't want to be too easily overtaken. At 400 watts (in) the other cyclist seemed to be closing, though more slowly and with greater effort. I could see him stand and throw the bike around more and straighten the curves in the road. At 500 watts (in) he fell back.

So I settled on about 400 watts (in) which seemed to keep the gap constant, but as I passed the 1-mile mark I reduced power slightly and let him catch me before the top as I was curious who it was.

After he latched onto my tail I recognized him: Adrien Costa. He told me I made a good target. He was planning to head north and then do a bunch more riding and climbing.

After we parted ways I continued across Skyline Blvd. and descended CA9 to Waterman Gap, then pressed on up CA236 and then down into Big Basin itself. I stopped a few times to try to capture in photos the scale of the redwood trees growing near the highway.

On my way out of Big Basin I thought I'd explore Little Basin. Little Basin Road joins CA236 at the pass between Big Basin and Boulder Creek. The road is paved, but it's narrow and rough in spots.

Little Basin used to be a Hewlett-Packard picnic and camping area, but recently the land and facilities have been annexed to Big Basin State Park. I took a few photos of the meadow and the announcement board, then returned to Little Basin Road.

I was going to continue at least as far as Eagle Rock Road, but Little Basin Road past Little Basin turns quickly to dirt, and I wasn't riding my dirt-friendly bike. The last time I had ridden it was in 1992, so today's visit seemed more like an exploration.

I returned to CA236, but not without stopping to examine the top of Bloom Grade Road. The county had placed barricades at the top of this dirt road, suggesting that the way might be blocked. According to the map Bloom Grade Road connects with West Hilton Road that runs into CA236 at the Boulder Creek Country Club. I will have to explore this road some day.

Once I got back onto CA236 I coasted quickly down into Boulder Creek. Without stopping (except at the CA236/CA9 intersection) I continued up Bear Creek Road. Traffic was heavy in the other direction, but in my direction traffic was light to non-existent.

At Skyline Blvd. I turned left and continued up over Castle Rock summit and then pressed on to Page Mill Road. Traffic was light on Skyline Blvd. in my direction of travel but moderate in the opposite direction.

Again traffic was moderate going up Page Mill Road, but very light descending. Only when I got down to Arastradero Road did I find myself in the midst of heavy traffic.

The rest of my ride home was uneventful, although I tried, with mixed success, to pick routes that minimized traffic to try to maintain the feel of the rest of the ride. Overall it was a good ride.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	101.6 miles
Cumulative climbing:	5220 feet
Total Time:	4:27:35
Riding Time:	4:19:27
Avg. Speed (moving):	23.5mph
Max. Speed:	43.5 mph
Nominal System Voltage:	24
Battery energy capacity:	1340 wh
Battery energy consumed:	1301.2 wh
Wh/mi:	12.8
Battery Amps-Hour Used:	52.5
Peak Current:	54.1 Amps
Min. Voltage:	21.7
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	3420 kJ (950 wh)
Human energy to rear wheel (calculated):	1755 kJ (488 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	5175 kJ (1438 wh)
Link to:	Strava

Low-Key Mega-Monster Enduro, February 9, 2013 - After eating an early breakfast I left home at 0530 I was on the road for about 15 minutes before my gas warning light came on. I know from experience that I have a tad less than three gallons in the tank when that light comes on, which is about sixty miles of range, even though that pessimistic forecast would only come to fruition under the harshest driving conditions: uphill, headwind, heavy load, and cold weather. The drive was flat, but the temperature was cold. But, if the engine were not running efficiently, I'd be running on fumes by the time I arrived in Hollister where I had planned to stop for gas at the Hollister Safeway, where gas was cheapest in the area.

When I got into Gilroy I decided to pay seven cents per gallon more to avoid the risk of running out, becoming stranded for some time and being unable to help out at the start and possibly miss riding the event altogether.

In the end I arrived a few minutes past 0700 at Paicines, where Kevin and Cathy had been waiting. No one else had arrived yet. Even the sun was hiding behind the hills to the east. The store was closed, so we set up registration at the picnic table in front of the store.

Somehow we got everyone checked in reasonably quickly over the next two hours. In spite of the flurry of activity at check-in my bare fingers went numb and dry, making it hard to leaf through the papers. Kevin seemed to be doing alright wearing gloves, but I find gloved fingers make for difficult paperwork. Too bad the front of the store did not face east, the better to meet the warmth of the rising sun.

After the registration queue disappeared and was unlikely to reappear I readied my bike for the ride, taking time to eat an energy bar as it had been several hours since I had forced down breakfast.

At about 0950 I was heading south on CA25.

In past years I rode my Power Pursuit with semi-hard side panels. This year I rode my Power Gold Rush with wraparound lycra sock. The Gold Rush is easier to transport and its road manners nicer, but it is less aerodynamic than the Pursuit.

Last year Zach Kaplan rode my Power Gold Rush and finished in just under 4 hours despite running out of battery power about 9 miles from the finish. My goal was to finish in under 4 hours and not to run the battery flat.

Zach and I have about the same power output, but he has a 35-40 lb (17kg) weight advantage. To help overcome that difference I wore my aero helmet, and I replaced my rear tire with a Ritchey Tom Slick that has lower rolling resistance than the Kenda Kwest that was on the bike when Zach rode it.

Another factor working against me was battery age. I was running the same battery Zach had on the bike when he ran it flat, but a year of aging had occurred since then. Capacity will have been reduced about 2% simply due to the passage of time. Additional discharge/charge cycles will have decreased its capacity further.

Fortunately, I had recently tested the battery capacity, so I had a pretty good idea how much I had available, unlike Zach who did not have the benefit of a working odometer and who was working under the assumption of greater battery energy than was available.

It was with this new capacity figure that I constructed a "cheat sheet" that gave the moving average discharge rate in watt-hours per mile at various points along the course. If I checked that the wh/mi was at the calculated figure, I should, in theory, be using energy as efficiently as possible. In theory.

On the southbound run I noticed that I was running below target, even though my average speed was high enough to give me a sub 4-hour finish time. This did not seem quite right to me, as I knew that a sub 4-hour finish would be a real push for me.

What my cheat sheet does not consider are headwinds. I also discovered that the factor that accounts for climbing on the course was off a bit.

While weight is significant on a moderately hilly course such as the MegaMonster, aerodynamics are more so, especially as my cruising speed increases. I was giving too much weight to weight in my adjustment factor and not enough to aerodynamics.

So, that had me using more energy on the generally more uphill southbound run with the idea that I'd need less to get back "down" the hill. Energy use should have been less on the southbound leg to account for headwinds and human fatigue. By the time I got to the turnaround I had used more than half the battery, and I knew from experience that the return leg is always harder.

So while these thoughts were running through my head I attempted to photograph everyone I passed on the course. Many photographs did not work out, usually due to the typical problems: camera motion, poor exposure, out-of-focus, and poor framing leading to too many photos of my helmet, or riders chopped in two or decapitated. I can't remember the last time I had so many images left on the virtual cutting room floor. Only the images with adequate technical quality or some other unique or redeeming feature made it into the album.

At one point my phone rang. It was Edward Lyen who left a voicemail reporting that his battery had caught fire, forcing him to shorten his ride and return from Bitterwater School. Out of the 2000 watt-hours he started with he had just enough to return to the start. I did not pick up the call as it is difficult for me to talk and ride--the speakerphone picks up too much noise, and I was now on the clock.

As I started my northbound trip I realized I needed to have a lighter finger on the throttle lever, and I'd need to check frequently my wh/mi figure. If I was over the target I would need to cut back power.

Fortunately, the wind was not too strong in Peachtree Valley, and as I started to climb up Bitterwater Valley I actually had a tailwind. Still, I felt as if I was losing time that I would not have had to lose had I motored more conservatively on the southbound leg.

When I arrived at Bitterwater School, Lane and the kids were there to greet me. I pulled off the road across from the school and was about to relieve myself in the weeds by the road as usual, when I was suddenly aware that the kids were all looking at me on my "cool" bike. So I thought better of doing something "un-cool" and continued on to a more isolated spot.

The last quarter of the ride went smoothly if slower than I had hoped. When I got down to the straight part of Airline Highway I reconsidered that I might have padded my factors of safety and underestimated my battery capacity slightly given the degree to which battery voltage was sagging under load, so I allowed myself to open the throttle a bit more and have some fun on the last few miles. But, my time was already past 4 hours. A sub 4-hour goal on the Power Gold Rush would have to wait until next year.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	88.3 miles
Cumulative climbing:	7160 feet
Total Time:	5:57:22
Riding Time:	5:27:03
Avg. Speed (moving):	16.2mph
Max. Speed:	49.7 mph
Nominal System Voltage:	24
Battery energy capacity:	980 wh
Battery energy consumed:	919 wh
Wh/mi:	10.4
Battery Amps-Hour Used:	36.4
Peak Current:	49.5 Amps
Min. Voltage:	21.5
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2381 kJ (661 wh)
Human energy to rear wheel (calculated):	2303 kJ (640 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	4684 kJ (1301 wh)
Link to:	Strava

Superbowl Ride to Half Moon Bay, February 3, 2013 - I got started on my weekend ride later than I had intended. For some reason it took me a while to get out of the house. There was always one more thing that needed to be finished before I could feel good about leaving for the rest of the day.

I headed south toward Stevens Canyon. I had a vague idea in my head that I wanted to climb Redwood Gulch Road and descend Alpine Road to La Honda. From there I hadn't quite figured out what to do.

But as I rode I considered that the Superbowl (American football) game held this afternoon into the evening would draw most to their couches, and, more importantly, off the roads, at least until the end of the game.

Anyone standing within earshot of a television or radio in the last week would have been subjected to a torrent of publicity and advertising in connection with this game. When it was announced last Saturday that the local team was "on its way" to New Orleans, I thought, "Good, the game is tomorrow, and then it'll be over."

But, no. The game was a week from tomorrow.

So, all last week we all had to endure ceaseless "news" about and news conferences by players and coaches of both teams. The cynic in me suspects that this is all by design, to build up excitement and anticipation, the better to encourage us to purchase a new flat screen television or souvenir items.

On the latter point I actually did buy last week a souvenir bleacher seat cushion emblazoned with the local team's logo that I cut to fit the shape of my slightly saggy recumbent seat, and I am pleased to report that on its maiden voyage today that cushion left my butt feeling as fresh as can be expected after sitting on my working glutes for upwards of six hours.

Well, I wasn't going to let such a portentous occasion go to waste. My plan was to enjoy my favorite biking roads free of the usual weekend traffic. Since the game continued into the evening, I would be riding the last couple of hours in the dark. That was OK, as I have a good headlight and tail light.

In any case I wanted to be home by 2000 as that was when the game was scheduled to end. I didn't want to be out while drunk revelers were making their way home.

Drivers and other cyclists I encountered seemed in a special hurry early in the ride, before the game started. At Stevens Canyon Road and Redwood Gulch Road I passed a group of cyclists who were packing up their car after their ride. One of them called out my name. I waved back, but I didn't recognize who it was in the gloom. "It's two-forty-five!", he yelled after me as I pressed up Redwood Gulch.

At CA9 I made a sweeping U-turn and continued up to Saratoga Gap, where I veered right onto Skyline Blvd and continued north, stopping and getting off the bike briefly when I thought I felt a cyclical vibration coming from the front-end of the bike.

Such a feeling is often caused by a bulging tire getting ready to burst, but when I spun the front wheel I observed nothing ominous. Sometimes a vibration like that can be waves or "moguls" in the asphalt caused by heavy traffic. I notice this when descending CA9 into Saratoga and in my van on US-101 northbound through Sunnyvale and Mountain View near Rengstorff.

I continued onto Alpine Road, turned left, climbed a short distance to its summit, and descended. I saw a few cyclists ascending.

When I got to CA84 I decided I'd head to the coast and then ride north. Since I had climbed Tunitas Creek Road recently, I planned to ride into Half Moon Bay and then return over CA92 in lighter-than-usual traffic.

That plan worked well. In San Gregorio I climbed Stage Road to CA1, then rode north on CA1 all the way to CA92. A slight wind was blowing out of the northwest, but the air was relatively calm, calm enough to allow smoke and other haze to hang over the canyons to the east.

Even with light traffic, the lower part of the climb out of Half Moon Bay is best ridden at maximum speed as there is no shoulder most of the way. It didn't take me long to reach the summit and to descend the east side to Canada Road.

As I rode south on Canada Road I saw a few cyclists riding south and a couple riding north. All but one had flashing white headlamps that I found slightly annoying. A solid white headlamp is just as visible on an otherwise empty road.

By the time I got to Woodside it was almost "full off" dark. I took the long way through Portola Valley, then Los Altos Hills. My goal was to climb to the top of Mora Hill and to enjoy the view of the city lights.

At the end of Mora Drive I turned off my tail light and put my headlight on "low". Had a moon been in the sky or had I time to acquire night vision I could have done without any light. Some degree of stealth was required as the preserve is closed after sunset, and I didn't want to attract attention.

After enjoying the view and getting slightly cold while sitting atop the hill I turned around and descended Mora Drive instead of taking my usual route through Rancho San Antonio to St. Joseph Ave. That route runs right through the heart of Rancho San Antonio and its maintenance yard and is most likely to be crawling with park rangers finishing up for the evening.

As I got home at 1945 I could hear some of my rowdier neighbors setting off firecrackers. The game was over.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	71.4 miles
Cumulative climbing:	7370 feet
Total Time:	5:52:58
Riding Time:	5:15:38
Avg. Speed (moving):	13.5mph
Max. Speed:	47.0 mph
Nominal System Voltage:	48
Battery energy capacity:	900 wh
Battery energy consumed:	787.48 wh
Wh/mi:	11.0
Battery Amps-Hour Used:	15.8
Peak Current:	36.1 Amps
Min. Voltage:	43.1
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1985 kJ (551 wh)
Human energy to rear wheel (calculated):	2364 kJ (657 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	4348 kJ (1208 wh)
Link to:	Strava

San Gregorio via Black Mountain, January 30, 2013 - With the promise of warm, dry weather and clear skies I decided to take the afternoon off and go riding.

I started by heading down Foothill Blvd. and Stevens Canyon Road that might better be called "Gravel Truck Highway" on weekdays as most of the traffic are gravel trucks going to and from the quarries in the area.

After I turned right on Montebello Road that was all left behind as I climbed higher. I rode slowly on the climb so that I could take my eyes off the road and enjoy the scenery but also because I was still running at 48 volts, and I was suspicious that my system was not as efficient overall at 48 volts as it is at 24 volts.

On this point I am nearly certain. My motor system tests that I conducted some time ago showed that running a higher system voltage with a lower throttle setting was less efficient than running a lower system voltage with a higher throttle setting. Motor controller losses are greater at lower throttle setting. So, designing for highest efficiency would have one running at or near full-throttle most of the time. And, my legs are telling me after the ride that I worked hard today.

I continued past the gate and on up the broken pavement past the relay station on the southern peak. The last mile before reaching the summit of Black Mountain rolls along the ridge top and includes one last steep push to the summit of Black Mountain.

I stopped to enjoy the view (and to check my email) before continuing down Montebello Road on the north side of the mountain.

After passing the road from the backpacker's camp I veered left onto the Bella Vista Trail, deciding at the last moment that I hadn't ridden that way in a while and that the trail looked to be in excellent condition. I was not disappointed.

The trail twists and turns around the folds of the hill at a gentle grade, running most of the time just off the ridge top. A sweeping view lies to the left. A few whoop-de-doos and a couple of tight but well-banked corners later I found myself deposited on the Canyon Trail a few tenths of a mile from Page Mill Road.

At Page Mill I turned left and climbed up to Skyline Blvd. and then onto Alpine Road that I rode all the way down into La Honda. At CA84 I turned left and rode out to San Gregorio where smoke from a brush burn had filled the air. As I worried about whether I had enough battery to complete my loop I refrained from using the motor on the few up-grades as I cruised out toward the coast, and this had me working harder than usual.

On my way up Stage Road I passed the only other cyclist I saw west of Skyline Blvd. The fellow was riding what appeared to be an old Vision R40 or one of its derivatives. He told me that he rode rain or shine, and his mud-spattered bike looked like it had seen all weather.

At CA1 I descended to Tunitas Creek then turned right and climbed toward Skyline Blvd.

At the last moment I decided to turn right on Star Hill Road just as two cars were descending. Good thing I looked before winding up for the 180-degree turn that I can just accomplish without stopping if the entire road is clear.

At the top of Star Hill I turned left on Swett and climbed past Kings Mountain Elementary School to Skyline Blvd. I turned left and descended to Kings Mountain Road and down to the bottom without pausing.

After passing through Woodside I returned home on usual roads, joining rush-hour traffic that contrasted with the light- or no- traffic roads on the coast side.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	88.7 miles
Cumulative climbing:	2660 feet
Total Time:	4:56:27
Riding Time:	4:36:03
Avg. Speed (moving):	19.2mph
Max. Speed:	41.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	748.7 wh
Wh/mi:	8.4
Battery Amps-Hour Used:	29.7
Peak Current:	43.7 Amps
Min. Voltage:	22.9
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1940 kJ (539 wh)
Human energy to rear wheel (calculated):	1655 kJ (460 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	3596 kJ (999 wh)
Link to:	Strava

Gilroy and The Reservoirs, January 27, 2013 - I left home for an afternoon ride south to Gilroy. I hadn't been this way in a while, and I figured today would be a good day with the clear air and countryside green from the rains.

I rode south through San Jose, dealing with traffic lights that always seemed to turn red just as I began to think I could get through them at the last moment. After I passed out of the subdivisions at the southern reach of San Jose I turned on the motor for the first time, drawing about 130 watts and cruising in the mid-20's (mph) on the slight incline, but with a slight tailwind.

On the long segment between Metcalf and Bailey Roads I put together in my mind a route that would form an interesting loop of roads. I thought of continuing on Monterey Highway into Morgan Hill as it's a nice, uninterrupted cruise south of Bailey Road, but my desire to cover roads I hadn't ridden recently encouraged me to exit Monterey Highway at Bailey and shift over to Santa Teresa.

I saw the greatest numbers of other cyclists on Oak Glen Road: a few near Chesbro Reservoir, a couple of parties stopped by the road to fix a flat, and one group of six or seven near Edmundson going the other way.

Instead of climbing over the hill on Sycamore Road I turned left and descended past Machado School into the southern end of Morgan Hill at Sunnyside Ave. I turned right, crossed Watsonville Road, and continued south with the wind on Santa Teresa Blvd. until I reached CA152.

What had been a quiet ride south with the wind became a noisy, blustery affair once I turned toward home and into the wind. I chose to ride north past the reservoirs and in the hills to avoid being fully-exposed, but there was no escape.

My cruising speed dropped, and my power usage increased to around 400 watts. I could have used more power and ridden faster, but the trip would have been noisier and the gusts would have pushed me around more. 22mph struck the right balance between exciting and relaxing.

On my entire ride north from CA152 until Calero Reservoir I saw no other cyclists. Then I saw a few riding south and just before I reached Harry Road I encountered a couple riding in my direction.

As I got closer to develped areas traffic increased and seemed to take on an impatient attitude. Autos passed with a little less room than I would have liked, and when they couldn't pass they tailgated me.

When I was riding through Los Gatos I saw Pat Parseghian standing beside the road near Kennedy and Englewood. I actually called out to her by name, unusual for me because I most often am out of earshot by the time my brain has done the see -> parse -> speak processing. After zipping across CA17 on CA9 I rode home via Quito and Lawrence Expressway, the latter into a noisy headwind.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	38.7 miles
Cumulative climbing:	2200 feet
Total Time:	2:38:21
Riding Time:	2:17:37
Avg. Speed (moving):	16.8mph
Max. Speed:	41.3 mph
Nominal System Voltage:	48
Battery energy capacity:	900 wh
Battery energy consumed:	420.4 wh
Wh/mi:	10.8
Battery Amps-Hour Used:	8.3
Peak Current:	32.7 Amps
Min. Voltage:	47.4
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1060 kJ (294 wh)
Human energy to rear wheel (calculated):	739 kJ (205 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	1799 kJ (500 wh)
Link to:	Strava

The Loop, January 25, 2013 - When the sun came out this afternoon I couldn't let the day end without getting out for some exercise in the soft humid air following a couple of days of rain and drizzle. I didn't have much time so I set my goal on just riding The Loop and then returning home via a more interesting route.

My ride out to Woodside went past the gas line replacement project on Junipero Serra Blvd. where the asphalt over the finished construction couldn't have been bumpier. I hope the road crews go over the surface again and smooth it out before they redraw the bike lane lines. The current asphalt is so bumpy that it's dangerous and uncomfortable to try to ride faster than 10 mph.

I rode The Loop counter-clockwise, having a hard time motivating myself to push hard--humid air does that to me. I turned toward home on Arastradero Road, then climbed Page Mill Road to Via Ventana and took a variety of back roads through Los Altos Hills, ending atop Mora Hill where I stopped to enjoy the sweeping view and to snap a photo before I descended through Rancho San Antonio and headed for home.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	74.3 miles
Cumulative climbing:	6250 feet
Total Time:	5:10:05
Riding Time:	4:25:58
Avg. Speed (moving):	16.6 mph
Max. Speed:	47.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	836 wh
Wh/mi:	11.3
Battery Amps-Hour Used:	33.7
Peak Current:	55.0 Amps
Min. Voltage:	22.7
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2107 kJ (585 wh)
Human energy to rear wheel (calculated):	1906 kJ (529 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	4013 kJ (1115 wh)
Link to:	Strava

Skyline Blvd., January 21, 2013 - I took no photos on this ride, finding nothing worth taking the trouble to photograph. Scenery was pleasant, but the air was still hazy, smoggy, and stagnant, muting colors.

Aside from enjoying a nice winter day out of doors I rode for the first time with Version 3 of the Cycle Analyst. My objective was to adjust the gain parameters, power limits, and other parameters as I saw fit based on riding the bike.

I used about 50% more energy than usual climbing Page Mill Road as I was testing behavior of the throttle limits I had set (50 Amps and 1000 watts). That meant I was hitting and occasionally exceeding 1000 watts into the motor to see how the feedback circuit worked to limit me to that power. Would the circuit oscillate annoyingly or would it overshoot too much? Setting the gain factor appropriately would minimize both unpleasant side effects.

When I arrived at the top of Page Mill Road I briefly considered heading to San Gregorio but in the end I decided to stick to my original plan and head north on Skyline Blvd. to CA92.

This first road test of the CAV3 (beta21) revealed a few bugs. Somewhere around the middle of the ride I observed that I had regenerated about 2.1 Amp-hours. Since I have a geared mid-drive, this would be impossible. I can regenerate maybe 100 mAh if I walk the bike backwards quickly, but any more than that is tedious to do. Besides I would have remembered "running" the bike backwards, and on this ride I happen to know that I never got out of the bike.

Later during my ride I started to notice other strange behavior from the Cycle Analyst. One was an instantaneous power reading that fluctuated too much between 200 and 650 watts given a constant throttle and little change in terrain. I stopped and adjusted the sampling rate from "5" to "6"--I'm not sure what these numbers scale to--and that seemed to keep the power figure from jumping around too much, but in hindsight I wonder if this was necessary as the power reading had only just before started to fluctuate.

Then toward the end of the ride I noticed that the Ah displayed was 0.67Ah. The last time I had glanced at the figure it was about 31.3 Ah. I suspect that the stored Ah had been reset or overwritten to zero somewhere around 32 Ah. Oddly, the watt-hours displayed was reasonable, but the wh/mi figure was too low, as if its calculation did not depend on the stored watt-hours and distance that were both showing reasonable figures. The instantaneous battery health display was showing reasonable figures, as was the battery SOC (State Of Charge) indicator on the first screen.

Finally, at the end of my ride the Ah displayed on the first and second screen showed "1.04", but in the trip regen statistics screen, it showed "3.4" forward Ah. I suspect something is randomly overwriting the wrong parts of memory--maybe when Ah rolls past "32", or perhaps a susceptibility to EMI. Tomorrow I will try testing on the bench using a dummy load to see if I can find a pattern to the errors.

Other than that the ride went smoothly and without incident. Weather was cool to warm, traffic not too heavy, and I suffered no other mechanical issues or problems with the bike.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	76.9 miles
Cumulative climbing:	6100 feet
Total Time:	6:33:47
Riding Time:	5:16:04
Avg. Speed (moving):	14.6 mph
Max. Speed:	44.9 mph
Nominal System Voltage:	48
Battery energy capacity:	864 wh
Battery energy consumed:	789.2 wh
Wh/mi:	10.2
Battery Amps-Hour Used:	15.77
Peak Current:	31.0 Amps
Min. Voltage:	44.2
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2004 kJ (557 wh)
Human energy to rear wheel (calculated):	2189 kJ (608 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	4193 kJ (1165 wh)
Link to:	Strava

Pulgas Water Temple LDT Ride, January 19, 2013 - I rode from home to Gunn High School in Palo Alto where riders were gathering for the LDT ride to the Pulgas Water Temple. I planned to ride the "E" ride, but I was open to improvising.

Lisa Antonino and a few of the old Bikeaholics were also there, planning to go as far as the top of Kings Mountain Road before veering off on an alternate route that had yet to be determined.

I started off between the "E" group and the "D" group, riding slowly at a sociable pace that didn't seem to put me near other cyclists, except Tom Lawrence who drew alongside occasionally.

I've found that if I try to ride with a group of several or more cyclists, the pace does not make efficient use of my pedal or motor power.

I tend to maintain a more constant speed over varying terrain whereas most road cyclists ride fast on the level parts and slow significantly on the uphills. If that were all, I could manage. But, I find that groups tend to accelerate unpredictably in a way that has me using the throttle or the brake too often. Efficient riding minimizes use of the brakes!

So, I spent most of my time riding off the back or the front of the group, whichever group I was nominally riding with at the time.

Today I was also road testing a motor controller modification. Specifically, I had added solder to the controller's shunt, reducing its resistance to 0.834 mOhms from the roughly 1.2 mOhms I was using on Tuesday.

Last Tuesday I had noticed the motor running roughly at low throttle, moderately high loads and figured that peak currents were hitting some controller limit. By lowering the shunt resistance the controller allowed itself to draw more current, the result being a smoother-running motor. In fact, now I find the performance acceptable at all reasonable throttle settings when supplied at 48 volts nominal. This means that when a decision needs to be made I can consider replacement batteries of 24, 36 or 48 volts (nominal) and not worry about performance or rideability. Still, if I tried hard enough I could get the motor to run roughly. But this was only at an impractical cadence of about 20 RPM.

0.834 mOhms also happens to be just high enough that I can calibrate the Cycle Analyst to operate in the "low" range for low-powered vehicles where wattage is expressed in "watts" not "kilowatts". And, it is approximately one-third the resistance of the stock shunt, so when I reprogram the current limits I can enter a number into the programming interface equal to one-third the actual desired limit.

Although I had decided to follow the "E" group I improvised by riding the northern loop through San Mateo counter-clockwise, climbing Tartan Trail instead of descending it as the rest of the riders did. I wanted to climb Tartan Trail as this would be a good test of the controller at high load and low throttle setting.

But, for the rest of the ride I shadowed the group as we climbed up Polhemus, then Hallmark/Crestview and the tour through the Emerald Hills, where I decided to go off the front as I wanted to ride a bit faster than I had earlier.

At Jefferson and Canada Road I ran into Mark Holdum and Eric ? on his trike, and I gave both of them a mini-tour of my motor drive. While we were talking, the "E" group came and went. In fact, I didn't see the group again as I was too far behind them at this point. I figured most of them were heading home.

I rode through Woodside and Portola Valley as I had done in the morning, although I coasted down Alpine Road, then turned right and headed south all the way to Homestead Road. Somewhere near Foothill and Page Mill I ran into Bryn Dole, and he managed to find a usable wind shadow behind my oversized head/helmet all the way to Magdalena Road--we got lucky with the traffic lights.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	44.1 miles
Cumulative climbing:	3750 feet
Total Time:	3:19:32
Riding Time:	3:02:36
Avg. Speed (moving):	14.5 mph
Max. Speed:	42.9 mph
Nominal System Voltage:	48
Battery energy capacity:	864 wh
Battery energy consumed:	437.6 wh
Wh/mi:	9.9
Battery Amps-Hour Used:	8.73
Peak Current:	36.6 Amps
Min. Voltage:	26.5
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1103 kJ (306 wh)
Human energy to rear wheel (calculated):	1324 kJ (368 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	2427 kJ (674 wh)
Link to:	Strava

Page Mill Loop, January 16, 2013 - I rode from home up into Los Altos Hills, making my way eventually to Page Mill Road by way of Moody Road. I climbed up to Skyline where I noticed that the temperature was much warmer in the sun than in the shade. I had a harder time getting a good breath of air, probably from all the smog in the air hanging over the Bay Area.

When I got to Skyline I turned right and continued up to the Russian Ridge Overlook where I had an excellent view of the heavy brown smog hanging over the Bay Area. I had not seen it look so dirty since the late 1980s when many smoke-belchers were still on the road.

I continued north on Skyline Blvd. and descended Old La Honda Road where I found myself behind a train of three other cars all the way down to Portola Road. At the bottom I turned left and rode over Sand Hill, then took one of my usual ways home.

I rode with four batteries wired to give me roughly 48 volts and 18 Amps-Hour. I was testing my motor controller (Infineon, Lyen-MK2, 12FET) and motor (BMC "600-watt" scooter style) to see how well it worked using a 48-volt nominal supply.

The system was rideable, and the efficiency was decent, although I suspect it was not quite as efficient as my running the system at 24 volts nominal where it's not as easy to draw peak power from the system.

I noticed that the motor ran slightly roughly at low RPM under load. I had noticed this on the bench, although I did not think the roughness would be too noticeable on the road. Nothing like a road test to work out the last few bugs. Looks like I still need to add some material to the controller's shunt to reduce its resistance and to increase the peak allowable current that the controller draws.

I also noticed that the cruise control behaved much more like a constant-speed cruise control at 48 volts than at 24 volts nominal. As the terrain inclined, my speed remained fairly constant, but motor power increased significantly, sometimes increasing from 250 watts to 900 watts as the road tilted up. This allowed me to dial in a fixed cadence and maintain it with little variation over rolling terrain. The downside, though, was that I tended to use more energy when I let the motor keep speed constant as the grade increased. Although the motor can draw 900 watts (and put out about 70% of that), my body is only comfortable maintaining about 150-200 watts out. So, when the motor works hard, most of the bike's power is coming from the motor.

Another negative was that upon initiating throttle, the bike tended to surge. This probably puts more stress on the drivetrain, the one-way roller clutch, in particular. Surging can probably be eliminated by running the throttle through the latest CycleAnalyst that allows one to soften the "ramp" of a throttle increase, so I'm not too worried about this, yet.

Overall, this was a successful test. The bike was at least rideable at 48 volts, something I could not say before I reduced the controller's shunt resistance by 40% from stock. I'll try reducing the controller's shunt resistance further, then test the system again. I hope I can get smooth operation even at low throttle setting and high load without breaking something or releasing "magic smoke" from the controller. We'll see.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	60.9 miles
Cumulative climbing:	3120 feet
Total Time:	5:11:09
Riding Time:	4:12:53
Avg. Speed (moving):	14.4 mph
Max. Speed:	47.4 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	403.3 wh
Wh/mi:	6.6
Battery Amps-Hour Used:	15.7
Peak Current:	55 Amps
Min. Voltage:	23.3
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1045 kJ (290 wh)
Human energy to rear wheel (calculated):	1730 kJ (481 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	2775 kJ (771 wh)
Link to:	Strava

Shoreline LDT E-Ride, January 5, 2013 - I rode under heavy skies from home to Gunn High School in Palo Alto, where the Western Wheelers' first Long Distance Training ride of the season was assembling. Rain was forecast to arrive mid-afternoon, but I was hoping that it would hold off until after I got home. Fortunately, it did.

Several routes through the local hills were offered. I chose the longest route of just over 50 miles that climbed through Los Altos Hills before heading north to Emerald Hills above Redwood City, then returning past Gunn and over to Shoreline Park for lunch.

The "E" group was larger than I had expected, considering I saw no other names on the sign-in sheet when I signed it. I followed behind the group at a discreet distance as long as possible until the sharp downhill on Altamont Road at Natoma gave me an irresistable sling-shot past the group on the subsequent rise.

At Altamont and Page Mill Cheryl Prothero decided to lead all who would follow up Page Mill Road "before the rain came". I and "Francie" stuck to the official route.

We descended Page Mill Road to Arastradero Road, then to Alpine Road, where we turned right and headed downhill.

Just past the stopsign at I-280 we were overtaken by a large peloton that turned right on Junipero Serra Blvd. Someone yelled, "Hi, Bill!" from the group, but I couldn't tell who it was. We continued on Santa Cruz Avenue then turned left onto Sand Hill Road.

Just past I-280 and Sand Hill Road we met up with James Porter, who just happened to be waiting for the "E" group on the LDT ride. We told him that Cheryl had led a mutiny at Page Mill Road, leaving us the only remaining riders on the official "E" route.

The three of us continued over Sand Hill, then right on Whiskey Hill Road into Woodside, and then north on Canada Road to Edgewood Road.

At Edgewood we turned right and climbed over the hill at I-280, then plunged down into Redwood City where I saw my fastest speed of the day. At Cordilleras we turned right and rode through Emerald Hills.

James volunteered the idea of riding up to the Cross at the top of the hill, something that was not on the official route. We all agreed to make this small addition to the ride, even though it would put us further behind the other groups at lunch.

On our way back to Gunn Francie turned off in Menlo Park to head home, and James turned right on Page Mill Road to "do some more climbing". I pressed on to Shoreline Park, arriving just as the other groups were leaving. As I had enough food with me I ate a couple bars and turned around to join the "C" group who were heading back down the Stevens Creek Multi-Use Path.

I hadn't ridden the path from Shoreline Park all the way to its current southern terminus at Sleeper Ave. in Mountain View since the bridge had been built over Moffet Blvd. In fact, I don't think I had ever ridden over that bridge before. I like it.

It's too bad the bridge over Central Expressway had not been constructed with straight approaches like the Moffet bridge. The sharp turns are difficult for me to do on a long wheelbase bike. I can just make the turn without stopping if I use the entire width of the path.

I left the ride at Sleeper Ave. and took the bridge over CA85 to Heatherstone and zig-zagged my way home on city streets.

I notice that my battery energy use was less (on a per-mile basis) than usual. I attribute that to my riding with others, which meant mostly that I didn't climb the hills too fast.

I don't often ride with others these days, and it was fun and good practice to adapt my pacing to that of other cyclists.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	85.5 miles
Cumulative climbing:	6240 feet
Total Time:	6:05:05
Riding Time:	5:34:52
Avg. Speed (moving):	15.3 mph
Max. Speed:	45.4 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	745.8 wh
Wh/mi:	8.7
Battery Amps-Hour Used:	29.6
Peak Current:	57 Amps
Min. Voltage:	22.5
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1933 kJ (537 wh)
Human energy to rear wheel (calculated):	2087 kJ (580 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	4020 kJ (1117 wh)
Link to:	Strava

Santa Cruz, January 1, 2013 - I left home at about the same time as I had two days before on my ride north on Skyline Blvd. Today I planned to ride to Santa Cruz and back on one of the shorter routes from home to that fair city. My plan was to meet my sister, Laura, for lunch at Dharma's sometime around 1400, although I had not received confirmation that she was available.

My route to Los Gatos was different than on Sunday's ride. Today I took San Tomas Expressway to Winchester, then onto the Los Gatos Creek Trail where everyone was out walking.

I know that when I ride the trail I should not be in a hurry. But, I saw other cylists who seemed to be in a rush, most of them going the other way. If I'm in a rush to get somewhere quickly I take the major streets. It's no wonder there are trail conflicts.

When the trail turned to dirt at Forbes Mill I noticed that the muddy spots had hardened and weren't as sticky as they had been on Sunday.

I continued alongside the creek, up the steep, loose section, then onto the face of Lenihan Dam. As I had done on Sunday I turned right on Alma Bridge Road and rode to CA17. But, this time instead of taking the horribly muddy trail between the highway and the reservoir, I rode the wrong way down the shoulder of the northbound side of CA17. There was plenty of space except for one short section where the right-most lane consumes all of the tarmac and a few poorly-located drainage grates must be negotiated.

When I arrived at Bear Creek Road I felt that this had been a piece of cake compared to the trail. Even so, I'll probably take the trail during the dry season.

From the overpass I continued up Old Santa Cruz Highway past Alma Fire Station and Lexington School. I have descended this way many times, but this is the first time I can recall having ridden in the southbound direction on this section.

My ride up Old Santa Cruz Highway was at a moderate pace and I caught myself day-dreaming and feeling a bit drowsy at times. I wondered if I should stick to my plan to go to Santa Cruz or to scale back my plans.

At Summit Road I turned left. As I passed the Summit Store I briefly considered stopping for lunch there as I was just starting to feel hungry.

Laura had called earlier and would not be available for lunch. I would be feasting solo on my $20 GroupOn at Dharma's, probably buying an extra few wrapped baked goods to carry home afterward as it wouldn't do to stuff myself and then ride another 40 miles after eating.

I ate an energy bar and pressed on.

The ride down Soquel-San Jose Road went swiftly as usual, although I slowed a bit more at the curves so as not to lean the bike too much. The road was damp, and I could not be sure I would not suddenly come upon a patch of mud or other slick spot, and there were a few.

Once I got out of the forest the weather was balmy with temperatures around 60F. I continued straight into Soquel and then to Dharma's that I discovered was closed for the holiday. It was a good thing that I carried enough energy bars today.

I was slightly relieved that Dharma's was closed as I would now be able to share my GroupOn with someone else on another occasion and not be encouraged to dine like a gourmand to get my money's worth.

I resolved to make a quick stop at a Subway or Togo's as I rode into Santa Cruz. Surely I'd find one open.

But, as I rode down Capitola, 17th, then Soquel Drive I found neither.

My return route was to have been Branciforte, Glen Canyon, then Bean Creek, Glenwood, and Mountain Charlie Road. I knew there was a Togo's on Ocean Street, but then I'd have to back-track to get to Branciforte.

When I arrived at the Ocean Street Togo's I found it closed.

A new plan popped into my head. I could continue up Ocean Street, then turn left on Graham Hill Road and ride into Felton. Surely I'd find something by then. I could then return up Zayante and down Bear Creek Road to the overpass I had visited earlier in the day.

I climbed up Graham Hill Road then descended swiftly and somewhat frighteningly into Felton. The road is marked "ICY" more than once, and the asphalt despite having been scored to improve traction appeared likely to make good on that threat. I took no chances today, although the air temperature was about 20 degrees F too warm for ice, the road here is always damp and shady in the winter.

As I rode through Felton I saw no sandwich shop. I could go out of my way to the deli at the New Leaf Market, but I decided I didn't want to ride out of my way, and I was now thinking that stopping and eating would mean riding in the dark at the end of the ride. Arriving home before dark or at least getting out of the mountains by dark and before the air got really cold was starting to appeal to me. At this point I decided to keep moving and to subsist on energy bars for the rest of the day. I'd prepare a real meal once I got home.

Another advantage of not stopping was that I now had enough time to take CA9 all the way back into Saratoga and avoid overlapping with my outbound route. If all went well I should get home at just about 1700.

I turned right onto CA9 and proceeded through Felton, Ben Lomond, Brookdale, and Boulder Creek. I stopped briefly in a patch of warm sun in front of Rainbows End to take a short break as I had been riding continuously since I left home. I didn't get off the bike, but I ate another energy bar, and I gave my phone time to connect to the nearby WiFi signal and download my email--I pay extra for 3G connectivity.

North of Boulder Creek traffic thinned out considerably. The broad and smooth highway was actually enjoyable to ride upon, yet I saw no other cyclists until I encountered one bearded cycle tourist laden with multiple packs riding in the other direction. Aside from a few cyclists I saw in Santa Cruz, this was the first cyclist I had seen since I had left the Los Gatos Creek Trail.

I pressed up to Waterman Gap and then continued the final long segment to Saratoga Gap that always seems to take longer than it ought.

Half-way up the final climb I stopped to chat with a group of cycle tourists who were resting and enjoying a snack in a small patch of sunshine. They had ridden from San Francisco down the coast and had been camping in Big Basin where it must have been as cold as a freezer during the night. They said they had been warm enough with a fire. They were heading back over the hill to catch Caltrain at Sunnyvale. I mentioned that's where I was headed since I live less than a mile from the Caltrain station, and that they were on the correct route.

After wishing them a safe ride over the hill I continued up to Saratoga Gap where I stopped to don another layer of clothing.

The descent of CA9 into Saratoga was cold and damp, like the descent of Soquel-San Jose Road had been.

Half-way down the hill a closely-spaced platoon of sports cars being driven fast suddenly appeared on my tail. I will note that the speed limit here is 30 mph, and I was already going 40.

When the leader of the platoon felt he had just enough space he roared and squealed past, and the others followed immediately as if they could not bear to be separated front bumper from rear by more than 20 feet, even though the followers were passing on a blind corner as the group had progressed further down the road to a poor passing spot. It is a good thing no one else was going the other way at that moment. When I see people driving like that on open roads I think that the price of fuel is not yet too dear.

The rest of my ride home passed without incident. I got lucky at most of the traffic lights on Sunnyvale-Saratoga Road. Traffic was light, although heavier than I expected it to be on a holiday evening. I arrived home just before 1700.

2012

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	86.1 miles
Cumulative climbing:	7640 feet
Total Time:	6:08:14
Riding Time:	5:38:10
Avg. Speed (moving):	15.2 mph
Max. Speed:	42.9 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	797.4 wh
Wh/mi:	9.2
Battery Amps-Hour Used:	31.9
Peak Current:	55 Amps
Min. Voltage:	21.7
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2067 kJ (574 wh)
Human energy to rear wheel (calculated):	2749 kJ (764 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	4816 kJ (1338 wh)
Link to:	Strava

Skyline Blvd. and Thompson Road, December 30, 2012 - I left home late morning and headed south on Sunnyvale-Saratoga Road, then took CA9 into Los Gatos. I did not use the motor until I got to the steep part of the Los Gatos Creek Trail.

My plan was to take Black Road to Skyline Blvd., then ride north until I used up my allotment of battery energy, until I got pooped, or until I ran out of time. In any case I as planning to ride no further than CA92.

To get to Black Road I had usually ridden around Lexington Reservoir on Alma Bridge Road, Aldercroft Heights Road, and Old Santa Cruz Highway. Today I wanted to explore a route I had not ridden before: a trail between Lexington Reservoir and CA17 that allows one to head south from the dam without riding the wrong way in the shoulder of CA17.

In hindsight I should have ridden carefully and slowly in the shoulder of the highway as the trail was a mudbath, something I should have realized given the heavy rain we had had in the area over the last month. I probably used as much battery juice to get through the mud as I would have used riding the long way around the reservoir. Had I done the latter I would have saved myself an hour of bike clean-up at the end of the ride, too.

Riding through the slippery mud would have been impossible without the motor, pedaling forces imparting high peak torque to the rear wheel, breaking traction with each pedal stroke. Using the motor I was able to apply low continuous torque and make some progress, although at some of the slight rises I had push 600-700 watts into the motor to keep moving.

I was glad to emerge from the muddy trail at the Bear Creek Road overpass. As I proceeded out onto pavement my front wheel, encased in mud, slipped briefly on the tarmac before rubber contact could be made.

I proceeded on Montevina Road to Black Road that I climbed as far as Thompson Road.

Thompson Road is one of those out-and-back mountain cul-de-sacs that I seldom ride as they don't go through. But, since I had never before ridden it, I decided at the last moment that today would be the day to explore it.

Thompson climbs steeply for a half-mile before leveling off and meandering through a dense redwood forest. Thompson then climbs steeply again before reaching a clearing in the middle of what appears to be an old farm that was divided into different properties.

As the actual terminus of the county road is not marked I continued up what appeared to be the most likely lane until I reached a fork that looked like two driveways.

I turned around and proceeded back down to Black Road, turned left on Black Road, and then left again on Gist Road. Gist is short, but it has the highest switchback-density of any road in the Bay Area: nine switchbacks over its 1.2 mile length.

The top of Gist Road is Skyline Blvd. I turned right, or rather bore right, and began my long trek north on Skyline Blvd.

I saw my lowest temperature of the day, 39F, as I crossed the highpoint at the Castle Rock summit (3100 feet elevation). Up to that point I was comfortable, but as I began the descent and stopped pedaling I felt how cold the air was.

I could count on two fingers the number of cyclists I saw between Lenihan Dam and Page Mill Road. Even as I rode north on Skyline Blvd. I encountered only a few other cyclists. It was not until I started south on Canada Road that I saw other cyclists.

Temperatures had been in the 40s F from home to Los Gatos and had not increased with the progressing day as I rode into the shady canyons and climbed higher in elevation. By the time I had descended to Canada Road the air temperature was 53F, and it felt balmy.

I rode home on one of my usual routes through Woodside, Portola Valley, and Los Altos Hills. Along the way I encountered a few fast cyclists, two of whom latched onto my tail, and one of whom passed me back after I had passed him earlier.

I don't mind playing target "rabbit" for someone out getting a workout on their bike. If they do happen to latch onto my tail and I'm aware that they're there, I will play nice and not do anything sudden. But, depending on my mood I might play, too.

Speeding up slightly, especially on an incline, when I see someone in my rear view trying furiously to catch me is typical. Most cyclists see what looks like a heavy recumbent with pannier bags lumbering up the road ahead, and unless they know who I am and what I ride, they are often frustrated when try to catch me. If the catch is made and we do happen to speak, they seem especially satisfied to learn that the big heavy 'bent has a motor.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	90 miles
Cumulative climbing:	7100 feet
Total Time:	6:55:47
Riding Time:	6:01:45
Avg. Speed (moving):	14.8 mph
Max. Speed:	44.0 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	837 wh
Wh/mi:	9.8
Battery Amps-Hour Used:	33.3
Peak Current:	56 Amps
Min. Voltage:	21.8
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2168 kJ (602 wh)
Human energy to rear wheel (calculated):	2604 kJ (723 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	4772 kJ (1326 wh)
Link to:	Strava

Half Moon Bay, December 24, 2012 - I left home late morning and rode into Portola Valley, detouring briefly to the StarOne Credit Union ATM on Hanover Street in Palo Alto.

As I rode up Old Page Mill Road I could see that mud, water, and debris on the road would be a constant companion. All creeks, gutters, ditches, and rivulets flowed. It was a pleasant sight and sound.

I rode without using the motor until I got to the climbs on Arastradero Road, where I used the motor sparingly. After turning left on Alpine Road I pressed up to Portola Road, where I saw three sheriff's deputies going the other way each roll the stop sign, one after another, in a manner that would have earned them citations if they had been on bikes. I wished I had taken a movie of that. They seemed to be in a rush, although there were no flashing lights. Fortunately, they paid me no heed as I slowly rolled the stop sign when I turned right.

I climbed Old La Honda Road and continued down the west side without stopping. I paused at The Faces to put on more clothing for the cold descent through La Honda. I descended CA84 a little more cautiously than usual. The road was damp most of the way and wet with running water in a few places. The road was covered with a thin layer of saturated mud at the site of the old slide and on several curves heading into La Honda. I rode in the cleaner right-hand auto tire track most of the time.

My original plan had been to ride to San Gregorio then turn south on Stage Road and loop through Pescadero. But, on the rolling descent to San Gregorio I considered that I hadn't been to Half Moon Bay recently, and I had ridden through Pescadero on the last two rides. So I decided to head north instead. I'd take in most of the climbs between San Gregorio and Half Moon Bay and return over the hill on CA92 if I was tired, running low on battery, or running late, or Tunitas Creek Road if not.

Mud and water streamed across the Lobitos Cutoff, Verde Road, and Purisima Road, and Purisima Creek was flowing swiftly and deeply. At the base of Lobitos Creek Road a "Road Closed" sign had been erected. I pressed on and figured I could probably squeeze by unless the road was completely gone.

Shortly I encounted a guy in a pickup truck driving the other way. I flagged him down and asked him what the road was like and if I could get through. He said mud was all over the road but that I should have no trouble getting through.

As I climbed higher up Irish Ridge on Lobitos Creek Road I could see another cyclist dressed in canary yellow ahead moving quickly. I did not try to catch up as I wasn't in a mood to ride fast with all the debris on the road.

When I got down to Tunitas Creek Road I continued uphill. I could see the other cyclist still ahead, his yellow jersey clearly visible amongst the dark redwood trunks.

It took me a while to catch him, and then only when I got to the steepest part of the climb. Alec was climbing about 8.5 mph and wanted to use me as a training target. I obliged.

For a while he followed, but at one point he decided to jump ahead. I think he was more motivated by the "devil behind" than the "rabbit ahead". On the rest of the climb I shadowed him up the hill.

Recalling the occasion I descended Kings Mountain Road with a bit too much enthusiasm in the fall of 2006, I descended today with an abundance of caution. I didn't want to encounter mud or debris suddenly as I swooped around a corner.

From the bottom of Kings Mountain Road I returned home, riding the last five miles in the dark.

At about three miles from home my rear tire went flat. It took me a while to figure out that the tube was being pinned in the tire by the nail that had caused the flat, the nail entering at the tread and exiting at the side-wall.

Now that I had discovered the cause of the flat, I had to pull the nail out. The thin end of the crescent wrench on my CoolTool functioned as an able nail-puller, and soon I had a new tube in the tire and was back on the road.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	79.0 miles
Cumulative climbing:	6530 feet
Total Time:	5:51:49
Riding Time:	5:20:01
Avg. Speed (moving):	14.8 mph
Max. Speed:	41.4 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	761.1 wh
Wh/mi:	9.6
Battery Amps-Hour Used:	30.3
Peak Current:	57 Amps
Min. Voltage:	21.9
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1973 kJ (548 wh)
Human energy to rear wheel (calculated):	2551 kJ (709 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	4524 kJ (1257 wh)
Link to:	Strava

Pescadero, December 19, 2012 - I left from home later than I had planned. With the cold morning I found it hard to get started, and I wanted to linger in the warm indoors.

But, I finally got going some time after 1100. I rode through Sunnyvale and Los Altos on a route I hadn't taken before, then made my way up to Page Mill Road and up to Skyline and down Alpine Road on the other side.

Temperatures were cold in the sun, in the high-40s, but dropped to the high-30s once I got into the shady canyons. The coldest section must have been near the Heritage Grove along Alpine Creek where I could see un-melted frost beside the road. I could not wrap my lips around the mouthpiece of my drink tube.

While climbing Haskins Hill I put on my long gloves and did not remove them until I emerged from the redwoods a few miles outside of Pescadero.

Near Phipps Ranch I saw a hawk sitting on the ground in the sun. I stopped and took its photo, but I dared not cross the road to get closer. I suspect it would have flown off if I had.

I continued through town, skipping the Bakery. I was running late, and as it was I'd make it home just before dark.

I rode up Stage Road slowly until I got to the main part of the climb then engaged the motor. I stopped a couple times to enjoy the crystal clear air and view of the ocean a mile to my west. The bluffs and radar station at Pillar Point were etched on the horizon.

At CA84 I turned right and began the ride home. Since it was a cold day I figured that CA84 and Old La Honda would be warmer and less shady than Tunitas Creek Road.

I rode without stopping until I reached The Faces on Old La Honda. I stopped there for a few minutes, taking a photo of the sun reflecting off the ocean. But it only took a few minutes' rest for me to begin to feel chilled. I put on an additional layer of clothing before I continued the short distance to Skyline Blvd.

At Skyline I crossed and descended Old La Honda Road. The road was in good condition with little debris or other hazards. From the bottom of Old La Honda Road I took Sand Hill Road, Junipero Serra, and Foothill Expressway to Fremont Road and then home.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	66.0 miles
Cumulative climbing:	4300 feet
Total Time:	4:31:37
Riding Time:	4:05:55
Avg. Speed (moving):	16.0 mph
Max. Speed:	49.7 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	645.9 wh
Wh/mi:	9.8
Battery Amps-Hour Used:	25.8
Peak Current:	56 Amps
Min. Voltage:	23.1
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1674 kJ (465 wh)
Human energy to rear wheel (calculated):	1550 kJ (431 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	3224 kJ (896 wh)
Link to:	Strava

Misty San Mateo, December 16, 2012 - I rode from home north to Woodside on one my usual routes. My plan had been to ride north on Canada Road to CA92, then ascend to Skyline Blvd. and head south to Page Mill Road, but today the hills were hiding behind a heavy layer of clouds that were dropping fine mist even on Canada Road. I scratched that idea and fell back to what I had done on Monday earlier in the week, to ride a loop through San Mateo on Polhemus and Bunker Hill, reversing the direction I had ridden on Monday by climbing the bike path to Polhemus Road and climbing Bunker Hill Road.

As I returned south on Canada Road I detoured up over Edgewood Road and returned to Canada Road through Emerald Hills.

I seemed to run into sheriff's deputies at all of the stop signs. The first occasion was at CA84 and Canada Rd. where I was turning right. He was just getting back into his cruiser in front Robert's Market and was watching me intently as I stopped before making the right turn, even though I usually would glide through this one at a deferentially slow speed.

Then again at Jefferson and Canada after my detour through Emerald Hills. Here I was already stopped waiting for cross traffic when one pulled up behind me. Then later at Glenwood and Canada I noticed at the last moment that a cruiser was hiding on Glenwood out of view, perhaps the same guy I had seen at Jefferson.

I continued south on Mountain Home Road, took Portola Road to Alpine Road, and rode over Arastradero Road into Los Altos Hills. As I rode through Portola Valley mist stopped falling from the sky, and I was spared having to wipe my glasses every minute. At one point the sun even poked through the clouds, and that felt very nice and warm.

My goal was to take a short break at the top of Mora Hill, but I didn't want to repeat the same route I had ridden on Monday. So, I took Arastradero to Purisima and Elena instead of Page Mill and Altamont, and Berkshire, Loyola, and Sunhills instead of Loyola, Rolly, and Kenbar.

I stopped to enjoy the view from Mora Hill for a few minutes while the sun poked out of the clouds for a few minutes, but when the sun went behind the clouds again, I got chilled and then continued home on a slightly different route from usual.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	66.4 miles
Cumulative climbing:	4000 feet
Total Time:	4:15:03
Riding Time:	3:58:13
Avg. Speed (moving):	16.7 mph
Max. Speed:	43.2 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	637.4 wh
Wh/mi:	9.6
Battery Amps-Hour Used:	25.2
Peak Current:	55 Amps
Min. Voltage:	23.3
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	1653 kJ (459 wh)
Human energy to rear wheel (calculated):	1528 kJ (424 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	3181 kJ (884 wh)
Link to:	Strava

Foggy San Mateo, December 11, 2012 - I rode from home to Canada Road. I was planning to ride up CA92 to Skyline Blvd. (CA35) then head south along the ridge to Page Mill Road before descending toward home, but heavy fog on the ridge persuaded me otherwise.

I rode a small loop north of Canada Road then returned along an indirect route through Woodside, Portola Valley, and Los Altos Hills, stopping briefly at the summit of Mora Hill where the once blue sky was now completely overcast.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	112.9 miles
Cumulative climbing:	3850 feet
Total Time:	6:50:19
Riding Time:	5:39:53
Avg. Speed (moving):	19.9 mph
Max. Speed:	48.7 mph
Nominal System Voltage:	24
Battery energy capacity:	1370 wh
Battery energy consumed:	1127 wh
Wh/mi:	10.0
Battery Amps-Hour Used:	45.4
Peak Current:	60 Amps
Min. Voltage:	19.6
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2922 kJ (812 wh)
Human energy to rear wheel (calculated):	2083 kJ (579 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	5005 kJ (1390 wh)
Link to:	Strava

Winter Solstice Century, December 8, 2012 - When I awakened I checked the time and discovered that my alarm, a "sunrise clock", so-called because it includes a lamp whose brightness is gradually increased starting a half-hour before its alarm sounds, had sounded 40 minutes after the time I had set.

I went through my morning preparations as quickly as possible, but I was unable to get out of the door before 0700. I arrived at Christmas Hill Park a little before 0800 and found the parking area nearly full, mostly cyclists whom I presumed were doing the Winter Solstice ride to Pinnacles. I had only seen 44 names on the list Deborah Lefferts had sent earlier in the week, but the crowd was at least twice that size. Publicity had been good.

As I was assembling my bike I learned that the group assembling to ride was not the Bikeaholics ride that I've ridden most years since 1998, and that this group scheduled to leave an hour later would be trying to ride as one group on the road. The Bikeaholics group had left earlier, riding as usual in small groups.

I was ready to ride just as the big group started, so I decided to tag along at the end for the first 15 miles or so. I figured I might benefit from their draft and delay using the motor until I hit the first hills. Also, it might be safer to ride in a big group with a couple of follow cars on the foggy roads at the beginning.

At one point the group got separated at the traffic signal at Shore Road and CA156. It was then that I observed that trying to keep a large peloton together was difficult. There simply wasn't enough space on the road for that many cyclists to pull off and wait out of traffic. Fortunately, traffic was light, and although a few motorists may have been delayed for a few minutes, no one expressed hostility.

As we broke out of the fog on Fairview Road I decided to pass the group and to continue on to Pinnacles at my own pace. Everyone was riding mostly two-abreast on the right side of the lane, leaving me enough room to pass without crossing the center line.

While it's fun to ride for a while with a large group, there are hazards associated with riding in close quarters with others. I found that the rear of the group where I had been riding did not maintain anything close to a constant speed, like the hind end of a centipede, slowing and accelerating in an annoying fashion. I wasted almost as much energy as I was saving by sheltering in the group's draft, and it would be tiring to ride like that for 100 miles.

Once I got past the group I soon turned left on Santa Ana Valley Road. On the first climb up Santa Ana Valley Road I could see the group behind me about 1/4-mile, but when I stopped at the top of the second climb, the steep rise just past John Smith Road, and looked back I could not see the group at all. Perhaps they all stopped near the top of the first climb to shed a layer of clothing.

I continued down from the low hill, crossing a narrow section of the valley where the road runs along its western side. Here I saw a tarantula crossing the road. He must be late this year as most male tarantulas roam earlier in the fall. Mindful that a large group of cyclists would be passing this way shortly I guided him gently off the road.

I continued on, climbing over Quien Sabe Road to Tres Pinos and then headed south on CA25 past Bolado Park, Paicines, up arrow-straight Airline Highway, and then past Willow Creek and up the climb into Bear Valley. On the way I passed occasional small groups of cyclists who were riding at their own pace.

At the CA146 turn-off into Pinnacles someone at the property that displays the anti-immigrant signs on CA25 just past CA146 was burning a large pile of debris. The fire generated enough smoke that I first thought I was looking at the aftermath of a house fire.

I spent about an hour at the lunch stop in front of the Pinnacles Visitors Center enjoying the lunch spread Dave Hoag and Deb Lefferts had procured. Then I walked over to the nearby campground to see how Bill Preucel and fellow Velo Palo Verde rider were faring at their lunch stop.

When I got ready to leave the peloton was just starting its return trip. Like earlier that morning I ended up following them for the first ten miles of the return trip. But, I rode further behind the group than I had in the morning. This allowed me to see clearly who had eaten too much lunch and had to drop off the back. I could see that the peloton was climbing at a good clip as they were spread out in a narrow line.

I gave them and their support vehicles a bit more space near the Bear Valley Fire Station before descending to Willow Creek, and then caught back up again just before CA25 crossed the San Benito River. After one gradual uphill curve, the highway would be straight for a few miles, and I could then safely pass in the opposite lane.

This time the peloton was moving at about 27 mph, the wind was blowing a bit, although not too hard. I did not take photos but concentrated on getting past quickly with both hands on the handlebars. It would not do for an errant gust of wind to blow me into the group.

I turned left on Old Airline Highway, happy not to be riding in a tight group as the frequent cracks and potholes in the road kept me busy finding a clean path, and I needed space to do this. At Cienega Road I turned left again and began the rolling climbs past DeRose Winery and Hollister Hills Off-Road Park, passing a number of folks on the Bikeaholics ride including 200-milers Jim Kern, Tim Woudenberg, and upright cyclist, Chris, who seemed to be enjoying the day.

The descent into Hollister is the only technical descent on the ride. It's short, but the road, seeing much fast traffic passing to and from the off-road park, is bumpy and cracked with invisible tar and gravel moguls, some of which are mostly tar.

At Union Road I turned left. As in recent years the shoulder alternated from clean asphalt to deep gravel or mud, both dried and wet. I rode in the lane most of the time.

At CA156 I turned right and rode over a corner of the Flint Hills northwest of Hollister before descending to the traffic signal at CA25. While I waited for the light to change I heard a chorus of clicking cleats and brake levers behind me. The peloton had caught up.

We turned left and as I accelerated from the light one rider from the peloton jumped forward and clung to my tail, finding a sufficient draft to be worth his while. I could see that Joe had gone down earlier in the day, and I figured that maybe he'd take his chances following me on my strange bike than to ride amidst the unpredictability of a large group.

We managed to hold 22-23 mph into a nearly direct headwind of about 5-10 mph. When I could see that he was the only one following me, I tested him by upshifting to 26 mph, but after a minute or two that proved to be too fast, and Joe was off the back. After that we settled on a more relaxing 20-21 mph into the headwind for the remainder of our ride north and about 25-26 mph across the wind on the short section of Shore Road.

We arrived back at Christmas Hill Park at about 1500, a few minutes before the peloton or what was left of it rolled in.

The ride went well for me. A bit damp and foggy and the start, but once the sun came out, the weather was balmy, better than it had been for many previous Winter Solstice Century rides.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	78.3 miles
Cumulative climbing:	7310 feet
Total Time:	6:40:27
Riding Time:	5:59:34
Avg. Speed (moving):	13.0 mph
Max. Speed:	38 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	787.8 wh
Wh/mi:	10.0
Battery Amps-Hour Used:	31.2
Peak Current:	55 Amps
Min. Voltage:	22.3
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2070 kJ (575 wh)
Human energy to rear wheel (calculated):	2325 kJ (646 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	4395 kJ (1221 wh)
Link to:	Strava

Pescadero Dirty Roads, December 3, 2012 - After a week of wind and rain I took the day off to go riding. My route took me from home up along the foothills, through Woodside, up Kings Mountain Road, down Tunitas Creek Road, then south along the coast to Pescadero and then home again.

I would have continued riding on CA1 instead of taking Stage Road if I hadn't seen a sign warning that Pescadero Road was closed. Usually Pescadero Road closes where Butano Creek floods the road at Bean Hollow Road. In spite of this I stopped at the San Gregorio General Store to inquire, in case the closure had occurred upstream.

The woman behind the counter hadn't heard of any special closure other than the usual flooding at Butano Creek. I decided to take my chances that I could get through uphill from Pescadero.

Stage Road and roads in the open, not under trees, were generally clean, dry, and free from debris. But, under the redwoods or in the canyons roads were covered with leaves, duff, or mud. I did not ride as fast as usual.

In fact my slow pace became apparent to me as I returned home, arriving just before darkness closed in, about an hour later than I had planned. I also used less battery energy at the slower pace, which should be no surprise since at the slower pace I had more time to contribute my limited 150-200 watts of human power on the climbs, thereby drawing less from the battery to achieve a higher speed.

Overall it was a nice ride. The day started sunny. As I got to the coast a pale overcast came over, and as I returned over Alpine and Page Mill a high fog had formed over the hills. Temperature was downright cold when descending Tunitas Creek Road, and I was happy to break out into the open near the Bike Hut. But, for the rest of the ride the temperature was cool but comfortable provided I kept moving.

I saw a few cyclists on the roads but none at the usual spots in San Gregorio or Pescadero.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	66.9 miles
Cumulative climbing:	5730 feet
Total Time:	6:29:04
Riding Time:	3:30:32
Avg. Speed (moving):	19.0 mph
Max. Speed:	40.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1100 wh
Battery energy consumed:	963 wh
Wh/mi:	14.4
Battery Amps-Hour Used:	40.2
Peak Current:	66 Amps
Min. Voltage:	21.3
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2427 kJ (674 wh)
Human energy to rear wheel (calculated):	1609 kJ (447 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	3699 kJ (1028 wh)
Link to:	Strava
Link to:	Results

LKHC: Mount Hamilton, November 22, 2012 - I left home in Sunnyvale shortly before 0800 and rode the flat route over to the start of the annual Thanksgiving Day Low-Key Hill Climb up Mount Hamilton, using pedal power only until I got to the steeper uphill on McKee Road and then Alum Rock Road.

In past years I carried 1000 watt-hours of battery, using somewhere around 600 watt-hours for the actual Hill Climb, leaving 200 watt-hours or so for the ride home afterward (including the two short uphills on the descent from the mountain) with some margin to avoid an overly-deep discharge.

Today I brought batteries that six years ago when new could hold 1000 watt-hours but have declined with age to about 900 watt-hours. This time I carried an extra 230 watt-hour battery (that I had shuttled to the summit) so that I could ride home without working either myself or the batteries too hard. In the end I used about 700 watt-hours for the hill climb, more than in the past because I'm using a controller that can maintain maximum allowed power (1000 watts in, 750 watts out) and the bike I was riding is less aerodynamic than the bike I had ridden in the last few years.

We assembled for the climb along the broad shoulder of Alum Rock Road immediately downhill from Mount Hamilton Road. Kevin Winterfield gave his usual speech at the start, although I'm not sure people at the back of the queue could hear it. Then he got into his car and we enjoyed a brief but tense promenade around the corner onto Mt. Hamilton Road before Kevin honked his horn and started the clock. Howard Kveck was waiting on the road just ahead and managed to get moving just before being overtaken by Kevin and the group.

I started moderately fast and could see that some of the faster riders in the lead group were marking my tail. I gradually ramped up the power to the maximum, and I was soon alone on the road.

I kept the throttle at maximum most of the time, either breaking cruise or downshifting at some of the sharp corners. Since I didn't have tens of kilowatts of power at my disposal to use on the straightaways as a motorcycle would, I knew that I would have to keep as much speed as I could through the corners and to pedal as hard as I could for the hour that the climb would take to finish.

The first of the three sub-climbs, the climb over Masters Ridge, was mostly in the sun. The road was dry, so I did not lose too much speed on the corners. But, when the road went to the shady east side of Masters Ridge, the road became damp. Some corners were covered with fallen maple leaves. On these corners I slowed down more than I might have otherwise had the road been dry, especially on the downhill segment where one corner in particular has seen many crashes.

The rest of the climb was similar. I overtook small groups of cyclists sporadically, but none covered the entire lane, prevented me from passing, or encouraged me to violate the yellow center line. Only a couple of times was it necessary to sound my horn, although I still did so before most passes as a courtesy and because I installed it on the bike, I might as well use it.

On the middle climb and for some distance on either side the road has been treated to a recent tar & gravel application. The roughness improved traction, although I was still cautious as I would not have wanted to slip on this stuff. When new tar & gravel has pretty good traction, but as it wears, the gravel tends to get pushed out of the tar, leaving only tar that can be slick as snot when wet.

The upper climb was mostly new asphalt and was quite nice to ride. Just after the surface changed to the new asphalt I felt like my rear tire might be going soft, accustomed as I had become to the surface roughness that I could feel through my seat.

My arrival at the observatory parking lot seemed to come as a surprise for some, but I'm glad someone was able to record my time in spite of my neglecting to shout out my number. My goal had been to arrive in under an hour, something I was not quite able to accomplish on the Kennedy Trail climb the weekend before. The Hamilton climb felt less stressful on my body as my heart rhythm later that evening was not as jumpy with as many skipped/extra beats as it had been after the Kennedy Trail climb.

I did not wear an HRM on this climb--it receives too much interference from the motor controller--so I have no objective way of knowing if I had maintained the same level of effort although I felt as if I had. Assuming I had, then the only differences from Kennedy are that Hamilton was ten minutes shorter, and my body position on Hamilton was recumbent instead of upright.

750 watts of assist is a good limit for the hybrid-electric bikes in these events. Even with this power allowance, much of this climb is mentally more like a descent where the main concern is maintaining good line and speed through the corners without taking excessive risk. Looking at my segment times for the climb and later the descent, I can see that my climbing time was only about 7 minutes longer than my descending time.

After the climb I spent the next hour and a half at the corner below the observatory parking lot snapping photos of riders finishing, and the bulk of the photos I took on this occasion are from this spot. The weather this year was much nicer than it was in 2011 or 2010. In 2011 I stood at the same spot in a driving cold mist for almost as long, and in 2010 snow lined the road and parking area at the top with temperatures to match. The only minor detraction was the occasional whiff of sewer gas wafting from an access vault on the observatory's sanitary sewer line that runs nearby.

I descended after most of the crowds had left the summit. The descent was remarkable in that it was the first time I can recall descending from the summit and neither being impeded nor overtaken by any other vehicle from the summit all the way to Alum Rock Road. I felt like I had the road to myself.

As I started my ride home from the base of the climb I followed Daryl and Laura Spano and a friend up Piedmont Road until I turned left on Cropley and then made my way across north San Jose and Santa Clara.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	61.2 miles
Cumulative climbing:	6410 feet
Total Time:	4:25:39
Riding Time:	4:03:21
Avg. Speed (moving):	15.0 mph
Max. Speed:	55.2 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	859.5 wh
Wh/mi:	14.0
Battery Amps-Hour Used:	34.7
Peak Current:	58 Amps
Min. Voltage:	21.3
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2166 kJ (602 wh)
Human energy to rear wheel (calculated):	1609 kJ (447 wh)
Human energy to rear wheel (est.):	1533 kJ (426 wh)
Total energy delivered (est.):	3699 kJ (1028 wh)
Link to:	Strava

Connelly's Climbs, November 14, 2012 - Dan Connelly, the impresario of the Low-Key Hill Climb series, recently posted an interesting sequence of non-trivial climbs in Portola Valley and Woodside that never touches Skyline Blvd., but that when ridden altogether in one go make for a interesting challenge.

Dan's idea is to include this sequence of climbs, or something similar, in the 2013 season. The timing would be handled by GPS and Strava. As usual, only the climbs would be timed, but participants in the challenge would have to ride the climbs in sequence. A time allowance would be made between the top of one climb to the bottom of the next such that these intermezzi could be completed in a safe, unhurried fashion, but not so generous as to allow a lengthy recovery.

I won't clutter my write-up by detailing the route turn-by-turn. As the route doubles back on itself in many places, especially on Golden Oak Road, please see the Strava link in the sidebar to see exactly where it goes. (Pull the cursor along the route profile and watch the icon on the route map.)

I added a few climbs that Dan had discussed but ruled out due to narrow roads: Wayside Road, Santa Maria Road, and Hayfields Road, because while reading the discussion I realized I had never ridden them before. I included Patrol Road after Summit Springs Road in Woodside as these climbs make a good pair, although Dan had only advanced Summit Springs as a candidate. Finally, I decided at the last second to ride up and down Bear Gulch Road (east) as far as the gate since I hadn't ridden that way in many years.

I agree that the three out-and-back climbs off Portola Road, Wayside, Santa Maria, and Hayfields, are too narrow and thickly settled to be good candidates for sending a hundred or more cyclists in a short space of time, although they are nice, short, steep climbs. I do think Patrol Road ought to be considered if one goes through the trouble of riding out to Summit Springs that is some distance from the other climbs that are all less than a mile apart from each other.

For this ride I maintained a moderately fast pace with minimal stopping. No Strava KOMs were harmed.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	79.7 miles
Cumulative climbing:	7840 feet
Total Time:	7:19:54
Riding Time:	5:17:47
Avg. Speed (moving):	15.0 mph
Max. Speed:	43.9 mph
Nominal System Voltage:	24
Battery energy capacity:	1370 wh
Battery energy consumed:	1102 wh
Wh/mi:	13.8
Battery Amps-Hour Used:	45.8
Peak Current:	67 Amps
Min. Voltage:	21.4
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2777 kJ (771 wh)
Human energy to rear wheel (calculated):	1609 kJ (447 wh)
Human energy to rear wheel (est.):	1917 kJ (533 wh)
Total energy delivered (est.):	4694 kJ (1304 wh)
Link to Strava:	Warm-up ride
Link to Strava:	Hill Climb
Link to Strava:	Post-climb ride
Link to:	Results

LKHC: Soda Springs Road, November 10, 2012 - I left home a little before 0800 and rode the direct route to Los Gatos: south on Lawrence Expressway and Quito, then CA9 into town. Then onto the bike path up to Lexington Reservoir and Alma Bridge Road to the sign-in area at the Miller Point picnic area.

A large crowd had already gathered, and many had to park their cars along the road. The air was cool, but the sun felt warm when it wasn't obscured by clouds. Someone mentioned that the temperature had been below freezing at the top of Soda Springs that morning.

After signing in and taking a few photos of the start area I pulled the big batteries off the bike and put them in Howard's car. No need to carry more weight than necessary on the climb. Then I rode over to the bottom of Soda Springs Road, so that I could get there without having to use any battery energy trying to keep up with the promenade.

After a short speech by Barry, the climb coordinator, we were off to the sound of Howard's car horn. The first hazard I encountered was a compact car descending quickly at one of the early sharp corners. I slowed so that I would stay well on my side of the road. The car braked suddenly. After I passed I could see that the driver had decided to wait out the passing of the bunch that was close on my tail.

The next hazard was another curve sharp enough to require easing up on the power. But, as the climb progressed I managed to get around most of the curves by downshifting rather than throttling back. Sight lines were also longer, and I used the entire road where I could do so safely.

In addition to the car near the bottom of the climb, I encountered two descending vehicles in addition to the compact car near the bottom. The first was an SUV that made a rasping noise that I could hear well before it came into view around a curve. The second was a jacked-up pickup truck with wide tires. The driver of the latter seemed surprised to see me as he jerked to the right. Fortunately, there was enough room on the road for me to slip past.

The rest of the climb was somewhat a blur. I recall passing three or four people stopped by the road, some of them taking photos. I also remember the feeling that the climb seemed to go on and on. I had remembered the four sharp curves, the last of which was at Weaver Road. From there it was one long push to the gate at the top.

When I saw the "200 Yards" sign I gave one final push. Then the finish area came into view.

After the climb I retrieved my battery panniers from Howard's car and descended Soda Springs. The air was still cold, and I was glad I was bundled up. Even so, I was happy to reach the bottom. I kept moving by continuing on Alma Bridge Road toward Aldercroft Heights, and I did not warm up until I was on the climb to Holy City.

On the way I ran into the three juniors who bested their elders on the hill climb. They had stopped at Old Santa Cruz Highway and Idylwild to repair a flat and disclosed that they were riding up Loma Prieta. I gave them some information about the road before moving on.

It had been a while since I climbed to the summit of Loma Prieta, so I couldn't be sure of today's status. One used to be able to climb up to the antenna farm on the north side of the summit, just outside of the big fence that encircles the actual summit, but now that area may be gated off. More than eleven years ago I took a group of recumbent riders up there.

After I stopped a short distance later near Chemeketa Park to peel off some clothing--I was finally losing my chill from the descent--I ran into Andrea Ivan. She was riding a loop up to Summit Road before heading back to her car near Lenihan Dam.

We rode together off and on until I veered off onto Madrone Drive and headed up through Redwood Estates. At Summit Road I turned right and continued past Upper Zayante Road and then onto Bear Creek Road. I turned right at Skyline Blvd. and headed north, not quite sure where I would cut my loop short and descend back into the valley. At the very least I would continue as far as Saratoga Gap.

The road past Castle Rock was in good condition with smooth asphalt, having been repaved not too many seasons ago. The big leaf maples had dropped most of their leaves, and this created a warm visual effect along the road on an otherwise cold day.

As I continued north toward Page Mill Road I encountered the new tar & gravel job at the San Mateo County line. The new surface is a low-budget way to preserve a road through the next several seasons by sealing the cracks with tar and providing good traction atop the tar with embedded gravel. The problem is that the process relies on normal road traffic to finish the embedding process. Until that occurs loose gravel can be a hazard on the road, especially for single-track vehicles. The other problem with tar & gravel is that it creates a harsh surface for biking.

Fortunately, I did not find too many places where loose gravel created a hazard, and the surface was not unbearably rough, though I would have preferred a smoother surface. Still, I stuck to riding in the right tire track most of the way.

When I got to Old La Honda Road I turned right and descended into Portola Valley and then took back roads through Los Altos Hills before heading home.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	71.1 miles
Cumulative climbing:	5270 feet
Total Time:	6:27:07
Riding Time:	4:04:00
Avg. Speed (moving):	17.4 mph
Max. Speed:	46.0 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	798 wh
Wh/mi:	11.2
Battery Amps-Hour Used:	32.8
Peak Current:	55 Amps
Min. Voltage:	22.3
Max. power to rear wheel (PowerTap):	1287 watts
Avg. power to rear wheel (PowerTap):	250 watts
Total energy to rear wheel (PowerTap):	3619 kJ (1005 wh)
Motor energy to rear wheel (estimated):	2010 kJ (558 wh)
Human energy to rear wheel (calculated):	1609 kJ (447 wh)
Human energy to rear wheel (est.):	1350 kJ (375 wh)
Total energy delivered (est.):	2395 kJ (665 wh)
Link to Strava:	Warm-up ride
Link to Strava:	Hill Climb
Link to Strava:	Post-climb ride
Link to:	Results

Split 1
Distance:	8.5 miles
Cumulative climbing:	440 feet
Time:	16:28
Avg. Speed:	31.1 mph
Max. Speed:	40.5 mph
Avg. Power:	720 watts
Max. Power:	1287 watts
Total energy to rear wheel (PowerTap):	711 kJ

Split 2
Distance:	6.6 miles
Cumulative climbing:	1970 feet
Time:	21:30
Avg. Speed:	18.5 mph
Max. Speed:	31.9 mph
Avg. Power:	800 watts
Max. Power:	1163 watts
Total energy to rear wheel (PowerTap):	1050 kJ

LKHC: CA84 and West Alpine Road, November 3, 2012 - Getting up and leaving the house early to ride over the hill to San Gregorio took some will power. The outside air was cold and my body had become accustomed to the balmy breezes of Hawai'i over the prior week. Fortunately, Dan had graciously allowed me a late start after everyone else so that I could leave home after sunrise.

Once I got going, the chill left my extremities, and I began to feel comfortable.

Since the ride to the time trial doubled as a warm-up ride I rode on mostly human power, calling upon a low level of motor power on a few of the short, steep uphills and on the climb up Old La Honda Road. I wanted to preserve as much battery capacity as possible for the timed part of today's ride so that I would experience minimal voltage sag over the course.

A number of times, most notably on the descent of CA84 into La Honda, I thought my rear tire was going flat. The day before I had swapped out my usual rear wheel for my PowerTap wheel. On the PowerTap wheel I ran a Ritchey Tom Slick, a lightweight 559 tire that feels like riding on a cushion of air. My usual rear tire is a durable if rough-riding Kenda Kwest. The Ritchey has lower rolling resistance, but the Kenda gets fewer flats.

I was unaccustomed to the soft ride of the Ritchey, mistaking it for a softening tire more than once. When I stopped to check the tire, it felt as hard as a rock. So, I continued on.

Somewhere west of Driscoll Ranch I started seeing the time trial going the other direction. First the tandems, then the ladies. As I approached San Gregorio I saw the men.

I arrived in San Gregorio at 10:25, almost an hour before I was to start and about 2.5 hours after I left home.

After preparing my bike for the event, replacing my headlight with an electric horn, I decided to make myself useful by snapping some starting line photos, many of which turned out better than I had expected given the harsh lighting conditions, although some that didn't make it into the online album were dreadful.

Once everyone was off, Pat and Patt cleaned up the the tables, and Dan got ready to ride up to the finish. But, before he started he gave me his stopwatch, telling me to go ahead and self-start at 1120.

At 1115 I rolled out to what was the starting point, and at 11:19:50 I stuffed the stopwatch on its long lanyard into the front of my jersey so that it wouldn't swing about while I was riding. I counted down the last ten seconds then took off.

Just as I started Patt's Webcor van drew alongside and accelerated slowly. I tried to keep pace, but once I got up to cruising speed, the van accelerated into the distance.

I soon discovered that my maximum geared speed did not require maximum allowed power. I had surrendered some time, maybe 30 seconds altogether by gearing the bike too low for the flat section.

In a few other spots I would surrender some seconds, mainly at some of the corners, the first of which was the turn onto Pescadero Road, then several more on Alpine Road.

Dan must have been riding briskly as I did not catch him until the rollers west of Driscoll Ranch at about the same point I had seen the tandems earlier in the morning.

At Pescadero Road I expected to see someone taking numbers for a time split, but no one was there. I registered a lap on the PowerTap. Perhaps they quit their post, thinking everyone had come through. I was about 15 minutes behind the next to last starter.

At Alpine Road I saw a small crowd watching me as I prepared to continue straight (logical left turn) from Pescadero Road. I yelled out my number in case they were the Low-Key team--they were--and registered another lap on the PowerTap.

On the narrow section of Alpine Road I was happy not to encounter any other cyclists. Passing would have been risky on the one-lane parts. Even riding at full speed felt dangerous should a car or truck suddenly appear going the other direction. I slowed slightly where I could not see far enough ahead.

From the bridge over Alpine Creek the time trial felt more like a usual hill climb, varying only where the grade reversed briefly at the wonderful view point of the Peters Creek watershed that I did not have time to enjoy, and at the stop sign about half-way up.

I passed four or five of the men near the top of the climb, fewer than the 14 that Dan predicted. This was fine with me. Although none of the passings resulted in delay, there is always the risk of delay. So, the fewer passes the better.

I rolled across the top, stopping briefly at the turnout just beyond, then I continued down to Skyline Blvd. for refreshments.

On my way home I was delayed at El Camino Real and Sunnyvale Avenue where police had cordoned off the intersection investigating what looked like a car vs. bicyclist or pedestrian accident.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	48.1 miles
Cumulative climbing:	3320 feet
Total Time:	5:00:28
Riding Time:	3:00:58
Avg. Speed (moving):	15.9 mph
Max. Speed:	49.8 mph
Nominal System Voltage:	24
Battery energy capacity:	450 wh
Battery energy consumed:	403 wh
Wh/mi:	8.4
Battery Amps-Hour Used:	16.8
Max. Current:	? Amps
Min. Voltage:	21.7
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	1045 kJ (290 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	1350 kJ (375 wh)
Total energy delivered (est.):	2395 kJ (665 wh)
Link to Strava:	Warm-up ride
Link to Strava:	Hill Climb
Link to Strava:	Post-climb ride
Link to:	Results

LKHC: Morgan Territory, October 20, 2012 - This was an interesting climb. The weather was overcast at the bottom, turning to fog on the ground mid-climb all the way until just before the finish where the road broke out into the sun. The thick, damp fog on the climb obscured the road ahead, making it difficult to judge where the next steep up-pitch might come and how much further one had to ride before arriving at the top. The climb seemed to go longer than I expected. I also used more battery energy than I expected, about 235 watt-hours.

Mark King followed me on the lower part on his motorcycle, giving me use of the full lane or road when the centerline disappeared and visibility allowed--thanks, Mark. I also saw Cara and one or two cars descending. But, otherwise the road was quiet.

After I got to the top I had time to dress warmly and to find a good spot to snap photos of riders crossing the finish line.

After the event disbanded Greg Smith and I continued down the north side of Morgan Territory Road where we saw many cyclists riding the other direction, some of them Low-Key'ers who had ridden the Morgan Territory climb earlier. We descended to Marsh Creek Road where we met up with Barry Burr, Andrea Ivan, and Rich Hill.

Andrea and Rich decided to turn around and climb back up Morgan Territory Road. Greg and I had planned ride a loop out to Vasco Road and return to Livermore where we had parked our cars earlier in the morning. Barry decided to join us.

So we rode east on Marsh Creek Road. Traffic was moderate and came in waves. Even though the road was narrow and had little or no shoulder, most drivers were patient and passed safely.

We made good time on Marsh Creek Road, generally descending with a slight tailwind. We continued onto Camino Diablo where traffic became so sporadic that it was only an occasional nuisance.

We took a short break at the traffic light at Vasco Road before starting the Vasco Road segment into Livermore.

I had not ridden Vasco Road since 1995. Since then it had been rebuilt to avoid the new Los Vaqueros Reservoir. The new road has a wider shoulder marred by a rumble strip. Unfortunately, the new Vasco Road climbs higher through the windmill-studded hills before descending to Livermore.

Initially we had a slight tailwind, but this changed to a strong headwind that always had a frontal component. The 5-6% grade seemed more like 7-8% with the headwind, and we did not make as good time as we thought we would. Vasco Road is Vallecitos Road on steroids.

By the time we returned to our cars in Livermore we felt we had ridden far enough, even though our total for the day was just under 50 miles.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	3.3 miles
Cumulative climbing:	1700 feet
Total Time:	28:54
Riding Time:	13:49
Avg. Speed (moving):	14.5 mph
Max. Speed:	27.6 mph
Nominal System Voltage:	24
Battery energy capacity:	450 wh
Battery energy consumed:	201 wh
Wh/mi:	61
Battery Amps-Hour Used:	8.5
Max. Current:	? Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	2103 kJ (584 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2652 kJ (737 wh)
Total energy delivered (est.):	621 kJ (172.5 wh)
Link to:	Strava
Link to:	Results

LKHC: Quimby, October 13, 2012 - These are photos from the Low-Key Hill Climb event on Quimby Road.

At Murillo Road, Quimby descends slightly for a couple tenths of a mile before starting the main climb. At the sound of the horn we started, but the bike felt a little sluggish off the line. I wasn't leaving the front of the bunch behind as quickly as I thought I should. When I hit the hill I didn't see 900 watts (in) on the meter until my cadence dropped uncomfortably low. It was then that I realized I still had my throttle range limited to 85%, a setting I use when I'm riding in a more relaxed fashion at lower assist power levels or when trying to conserve energy. I flipped the switch over to the 115% setting, and I suddenly had maximum motor power at a cadence that allowed me to apply maximum pedaling power, around 100-110 RPM. This also ran the motor more efficiently at high power.

About two-thirds of the way to the summit Quimby Road traverses the hillside high above a small valley where one can look down and see a straight section of road below. I thought of trying to get a photo looking down, but I could see that the human-powered riders hadn't quite reached the section of road that I could see below, and, being on the inside lane, I didn't have a clear shot without riding on the wrong side of the road.

As I was tucking the camera away, I came upon an unexpected sharp 180-degree turn. I panicked and braked. This killed motor power just as I was leaning into the turn and climbing. Like an airplane going into a stall I felt myself tipping out of control toward the ground. Fortunately, at the last moment I managed to hit the throttle with my thumb and power out of the lean, but not before clumsily running off the road and then back onto the road. Only my pride and perhaps a second or two were lost. Surprises like this are what I get for not having climbed Quimby since the Low-Keys did it in 1998. I last descended it in 2007.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	5.6 miles
Cumulative climbing:	2040 feet
Total Time:	23:02
Riding Time:	19:38
Avg. Speed (moving):	17.1 mph
Max. Speed:	30.7 mph
Nominal System Voltage:	24
Battery energy capacity:	450 wh
Battery energy consumed:	268 wh
Wh/mi:	48
Battery Amps-Hour Used:	11.4
Max. Current:	? Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	2103 kJ (584 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2652 kJ (737 wh)
Total energy delivered (est.):	636 kJ (177 wh)
Link to:	Strava
Link to:	Results

LKHC: Montebello, October 6, 2012 - These are photos from the Low-Key Hill Climb event on Montebello Road.

In 2010 I ran a different motor at 48 volts, capable of putting out about 1.5hp, but also prone to overheating. Since that motor was designed for 24-volt operation and was connected through my cranks, running at 48 volts spun the cranks way too fast for me to keep up, about 180 RPM. So, the ride became literally that. I sat there, steering the bike and spraying water on the motor can every once in a while to keep it from shutting down.

That year my time had been under 20 minutes. I was too lazy to check the exact figure this morning, but I was confident that this year with the "1 horsepower" rule in place (750 watts out or 1000 watts in), I would not beat my 2010 time.

What I hadn't counted on was that I could run this year's motor at 1hp while turning the cranks at a speed (100-110 RPM) where my pedaling could contribute significantly to forward motion. I was also using a slightly more efficient motor and controller. And, I had fine-tuned my strategy to keep my power level near the limit for the duration of the climb.

In the end I was able to shave 45 seconds off my 2010 time. Pedaling makes a difference.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	39.6 miles
Cumulative climbing:	4580 feet
Total Time:	2:44:50
Riding Time:	2:13:04
Avg. Speed (moving):	17.8 mph
Max. Speed:	48.6 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	647.99 wh
Wh/mi:	16.4
Battery Amps-Hour Used:	25.9
Max. Current:	55.3 Amps
Min. Voltage:	23.4
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (calculated):	1680 kJ (467 wh)
Total energy from human (calculated):	839 kJ (233 wh)
Total energy from human (Polar HRM est.):	1223 kJ (340 wh)
Link to:	Strava

Minaret Road and Horseshoe Lake, September 19, 2012 - Frank and Stella took the day off to do some shopping and to prepare for our climb up Mt. Conness the next day. I spent most of the day indoors on the computer, but when afternoon rolled around I decided I had to get out for at least a few hours to enjoy the beautiful day. So, I got out and did my usual Mammoth area ride up past the ski resort to Minaret Vista, then down the west side to Reds Meadow, then back up the same way.

After that excursion I had a bit more in the tank, so I took the new and finished Lakes Basin Bike Path up alongside Lake Mary Road and continued all the way to Horseshoe Lake where I was disappointed to see that the lake had almost disappeared. I returned to the condo by taking Lake Mary Road instead of the bike path so that I could go fast down the hill. Then I turned onto Davison Road and rode up past the Canyon Lodge on my way back to the condo.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	80.7 miles
Cumulative climbing:	7390 feet
Total Time:	6:09:23
Riding Time:	5:28:45
Avg. Speed (moving):	14.7 mph
Max. Speed:	45.9 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	800 wh
Wh/mi:	9.9
Battery Amps-Hour Used:	31.5
Max. Current:	62 Amps
Min. Voltage:	22.5
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	2103 kJ (584 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2652 kJ (737 wh)
Total energy to rear wheel (estimated):	4755 kJ (1321 wh)
Link to:	Strava

Classic Coast Loop, August 8, 2012 - I rode from home out one of my usual routes to Los Altos, then climbed Burke, Robleda, Elena, Taafe, and Altamont Roads to Page Mill Road. Then I climbed Page Mill Road to Skyline and continued on Alpine Road over the top of the ridge and down to Pescadero Road.

Just past the junction with Camp Pomponio Road I noticed that my chainrings were spinning. (Note that my cranks are attached to my chainrings by a freewheel, so even if the bike is in "fixie mode", my cranks are not forced around.) I stopped briefly to check if the bike was O.K. I thought for a moment that the chain had become wedged behind the cassette. I don't like surprises when I'm descending. The freewheel seemed to be working properly, and as I continued down the hill, the chain and chainrings were motionless.

At the bottom of the hill I turned left on Pescadero Road and climbed up over Haskins Hill and down toward Memorial Park, enjoying peaceful roads empty of traffic. Somewhere on Pescadero Road before I reached Butano Cutoff I noticed that my chainrings were spinning again. I pressed my foot against the rings in an attempt to stop them, but this time I could not stop them without wearing a groove in my shoes. Unfortunately, pressing my foot against the rings got the motor chain tensioner out of adjustment, and the chain would skip if I applied power from the motor. So I had to stop to readjust it when I got to Butano Cutoff Road. The freehub really appeared to be jammed this time^†. This freehub on a Shimano XT rear hub has only about 4000 miles on it.

When I got to Pescadero I turned right onto North Road just past Phipps Ranch, then right again on Stage Road and rode Stage Road through San Gregorio past the store and up to CA1. I resolved to enjoy the rest of my ride, even if my bike was behaving strangely. At CA1 I turned right and descended to Tunitas Creek Road. I turned right and climbed through a redwood forest enjoying the slanted rays of the late afternoon sun through the trees.

At Skyline I crossed over to Kings Mountain Road and descended into Woodside, then took Mountain Home Road and Sand Hill Road back into the press of rush-hour traffic on Junipero Serra Blvd. and Foothill Expressway on my way home.

The ride was unremarkable except for the freezing of my rear freehub. Because I have freewheeling cranks I was not physically inconvenienced by having to ride my bike fixie-style, but it is a bit unnerving to have the chainrings spinning while I'm coasting, knowing that if the chain were to get thrown or jammed it could cause the rear wheel to lock up and probably cause a crash.

^†Later I discovered after removing the cassette that a long, tough blade of dried grass had gotten itself wedged between the freehub/cassette and axle, effectively jamming it. I must have picked it up on one of my recent off-road rides. After I removed the grass, the freehub spun normally in the free-spinning direction.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	94.1 miles
Cumulative climbing:	8020 feet
Total Time:	9:06:39
Riding Time:	7:35:20
Avg. Speed (moving):	12.4 mph
Max. Speed:	46.7 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	749 wh
Wh/mi:	7.9
Battery Amps-Hour Used:	29.3
Max. Current:	60 Amps
Min. Voltage:	22.9
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	1970 kJ (547 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	3468 kJ (963 wh)
Total energy to rear wheel (estimated):	5438 kJ (1511 wh)
Link to:	Strava

Corralitos via Summit South and Buzzard Lagoon, August 1, 2012 - I left home at a rather late hour and headed in the direction of Los Gatos. My general plan for the day was to head to Corralitos by way of Loma Prieta Way, Summit Road south, and Mt. Madonna Road, and to return by way of Buzzard Lagoon Road and Highland Way.

It had been many years since I had ridden either Summit Road south or Buzzard Lagoon, the two longest roads open to general traffic in Santa Cruz County that are still mostly unpaved.

I rode south on San Tomas Expressway, then on Los Gatos Blvd., picking up the Los Gatos Creek Trail at Forbes' Mill, then circling around Lexington Reservoir and climbing Old Santa Cruz Highway.

On my way up Old Santa Cruz Highway I saw several cyclists climbing and descending between Idylwild and Holy City. One was practicing his interval training.

At Summit Road I turned left and rode mostly downhill, sharing the narrow two-lane road with frequent traffic.

Just before I reached the Summit Store I turned left on Loma Prieta Way and begin my climb up the shoulder of Loma Prieta (3791ft).

Loma Prieta Way climbs directly up Summit Ridge for a few miles until the ridge ascends more abruptly. At this point signs warn that the road is not maintained by the county.

The road begins to zig-zag up the slope of the ridge, leaving the cover of trees and entering chaparral-covered hillsides. Views open up to the south and west.

At a high point the road turns to dirt and begins a gradual descent through similar terrain. At one point the road narrows, becoming overgrown with Scotch Broom, and giving the impression of not seeing much traffic. Then, it steeply descends a rutted lane before it arrives at Mt. Bache Road.

At Mt. Bache Road I kept left on Loma Prieta Way and resumed climbing past a few houses and ranchettes. The road descended briefly then resumed climbing more steeply without break until it reached a pass that offered a view of Loma Prieta itself and Summit Ridge to the south.

I continued on to the junction of Loma Prieta Way and Summit Road, where I kept to the right to begin my long undulating ride south.

Since my last ride here I noticed that the 2009 fire in the area burned many of the few remaining trees growing in the area. Additionally I could see that the road was seeing more traffic. Tire-cutting ballast rock had been distributed thinly on the dusty surface, and while some of the more treacherous sections had been paved, the asphalt layer contained many large potholes. Other sections of the road were washboarded from too many speeding vehicles spinning or locking wheels. Dirt roads open to motor vehicle traffic often suffer from these conditions.

Although I could see evidence of development on either side of the road, much of it recent, I did not see much traffic on the road. This was probably because I rode through on the middle of a weekday. As a pickup truck filled with day laborers drove by in the opposite direction it's driver gave me a wave.

The temperature along Summit Road south was the hottest of the day at about 90-95F. There was little shade from which to take shelter from the hot midday sun.

I stopped several times to take photos: at Ormsby Trail, where a loose dog had planted itself in the middle of the road and began barking at me, in front of the building that used to be a fire station, in view of the 1800-foot tall antenna tower that is visible from all over the south bay and Monterey Bay area, and at the junction with Croy Ridge Road. The latter I explored only as far as the first gate.

As I descended from the Croy Ridge junction the road entered the shade of the first redwood trees I had seen since Loma Prieta Way, and I noticed the temperature decline significantly and the humidity increase. Even a small grove of redwoods can moderate the weather.

At the southern gate I noticed that signs prohibiting travel on the road still stood in spite of a July 2000 CA State Appeals Court decision upholding a lower court's decision finding that the road was a public easement, concluding a period of litigation in the late 1990s between various interested parties.

Shortly below the lower gate I was back on asphalt where riding felt like floating compared to the washboard and ballast rock of the dirt road. I proceeded over a few rollers then down a long, straight descent to the junction with Mt. Madonna Road.

I turned right and descended quickly to Hazel Dell Road. It felt good to ride fast for a change. At Hazel Dell Road I proceeded to climb to its high point then descend through the forested valley on the other side on Browns Valley Road. These two valleys lying along the San Andreas Fault never reach a ridge at their highest ends but merely rise only so far before falling again into a different watershed. A casual observer might wonder how the creek contained within reversed its flow.

When I got to Corralitos I stopped at the market for a sandwich and took an extended break at the small picnic area nearby.

After eating my late lunch I resumed my ride by heading north on Eureka Canyon Road. A few miles from Corralitos I turned left on Rider Road and ascended a cool redwood-filled canyon for a short distance before turning right on Buzzard Lagoon Road.

A sign at the junction warned that the road was closed, but the fine print suggested that this closure was effective only during the wet season. Why this might be so became apparent later.

I climbed steeply for a mile and a half on asphalt roadway before it turned to dirt without decreasing its steepness. Just before the road became dirt I came upon a rafter of wild turkeys who were not interested in posing for a photograph.

The dirt part of Buzzard Lagoon Road was initially well-graded as it climbed above the forest enough to afford one a view south toward Watsonville and Santa Cruz. But, once I got past the last residence that looked to be permanently occupied, the road became overgrown in parts with Scotch Broom and in many places became deeply-rutted. Only high-clearance vehicles would have been happy.

The road continued to climb steeply through a mixed redwood and madrone forest in a remote corner of Forest of Nisene Marks State Park until it reached a gated junction with another road that according to the map leads to Buzzard Lagoon itself.

I continued on. The road itself became less rutted, although I believe this was because little motor vehicle traffic gets this far, and traffic from the upper end has no reason to descend Buzzard Lagoon Road.

A short distance before the junction with the Aptos Creek Fire Road Buzzard Lagoon Road descends slightly, then more steeply after the junction. As I was descending to Four Corners I came upon a group of mountain bikers spread out all over the road as they climbed in the opposite direction.

I stopped briefly at Four Corners (Buzzard Lagoon, Eureka Canyon, Ormsby Trail, and Highland Way) before heading toward home on Highland Way.

I coasted the initial descent almost down to the parking area for the Soquel Demonstration Forest, then began the climb up past the old slides where I noticed that the road is beginning to give way near one of the old slides. Highland Way runs along an unstable hillside in the San Andreas Rift Zone. As far as I can remember the road has been sliding out in one or more places during wet years. I'm sure maintenance costs are significant.

After the short, fast descent to the Summit Center I decided to press on rather than to stop. The hour was late, and I calculated I could ride home in daylight if I kept moving.

As I rode west on Summit Road I was happy to see that most of the traffic was flowing the other direction. On Old Santa Cruz Highway I coasted the entire way except for the short up-grade at Idylwild Road and the longer up-grade in front of Lexington School. I stopped near the Alma Fire Station to shoot a panorama of the Sierra Azul bathed in the light of sunset.

The final descent took me down CA17 into Los Gatos where a gap in traffic allowed me to make a lucky exit onto Santa Cruz Ave. An outdoor concert was in progress at the Town Plaza Park, but at this point I was looking forward to getting home.

I returned home up Saratoga-Los Gatos Blvd. then Quito Road and Lawrence Expressway, avoiding the frequent traffic lights and driveways on Saratoga-Sunnyvale Road through Cupertino.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	91.6 miles
Cumulative climbing:	5500 feet
Total Time:	5:51:09
Riding Time:	5:22:21
Avg. Speed (moving):	17.0 mph
Max. Speed:	48.5 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	863 wh
Wh/mi:	9.4
Battery Amps-Hour Used:	34.5
Max. Current:	70 Amps
Min. Voltage:	22.2
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	2238 kJ (622 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2100 kJ (583 wh)
Total energy to rear wheel (estimated):	4338 kJ (1205 wh)
Link to:	Strava

Half Moon Bay, July 22, 2012 - I rode from home via the usual roads to Old La Honda Road, climbed Old La Honda, descended the west side, stopping at my usual view spot across from the faces in the rock, then continued into La Honda and beyond to San Gregorio. I used assist on the short climbs, but mostly pedaled only or coasted. I did not stop at the store but turned right on Stage Road and climbed up to CA1, then descended to Tunitas Creek Road.

I took the inland route to Half Moon Bay, which meant climbing over a few low ridges between Tunitas and Lobitos Creeks, between Lobitos and Purisima Creeks, and between Purisima Creek and Leon Arroyo. The fog was hanging at the coast, but no more than a mile inland the sun was shining warmly. Even at the coast the air was warm enough in the fog that I felt no need to don more clothing.

When I got to Half Moon Bay I turned right on Main Street and rode through the downtown tourist area without stopping for more than a few stop signs.

At CA92 I turned right and took the short, fast route back over the hill, using full assist mode. I was able to keep up with traffic, a steady stream of it, moving at about 33-35 mph. As there is no shoulder on this part of CA92 I made full use of the lane.

The most exciting part of the day was climbing the grade from the Pilarcitos Creek bridge to Skyline as fast as I could while auto traffic was creeping along. It's always a bit risky to be passing traffic on the right shoulder, but that was the only unobstructed part of the roadway. Even then, an occasional car would pull partly onto the shoulder for one reason or another, and I had to slow down to pass carefully in the remaining gap.

Traffic starting moving a bit more quickly, about as fast as I was climbing, after the two ascending lanes merged to one lane. But on the descent to Canada Road traffic did not accelerate.

About a half-mile from the top I came upon the probable cause of the traffic back-up: a car and a motorcycle were parked by the road on the uphill side as were two CHP cruisers. Once I got past the police activity, downhill traffic speed increased to the usual "heavy traffic on CA92" speed, but I could see that the uphill traffic was creeping along. I would not wish to commute regularly over this section of CA92.

When I got to Canada Road things quieted down significantly. A few cyclists were out, but the road was remarkably free of traffic compared to CA92.

I continued through Woodside and Portola Valley before coasting down Alpine Road from Portola to I-280 without pedaling (or motoring). Minimum speed was 21.2mph about a 0.2 miles past the Shell station in Ladera.

My remaining trip home took Junipero Serra Blvd. and Foothill Expressway, the same way I had ridden out earlier in the day.

As I neared home I decided at the last moment to try out the new Stevens Creek Trail bike bridge over CA85 between Mountain View and Sunnyvale at Sleeper Ave. I always try to take a new road or two on each ride, and if I can't do that I try to take a route I haven't ridden in a while. This keeps things interesting, delaying the onset of burnout and boredom.

The bridge is an impressive piece of construction, complete with a couple acres of newly-landscaped park beneath the PG&E right-of-way, and decorative bridge stone-work. All of the photos I took on this ride were at or near the bridge.

After descending the eastern approach I zig-zagged my way through Mountain View and Sunnyvale to get home.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	21.1 miles
Cumulative climbing:	100 feet
Total Time:	5:04:25
Riding Time:	0:57:46
Avg. Speed (moving):	21.8 mph
Max. Speed:	36.3 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	333 wh
Wh/mi:	15.9
Battery Amps-Hour Used:	13.3
Max. Current:	59 Amps
Min. Voltage:	23.2
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	863 kJ (240 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	243 kJ (68 wh)
Total energy to rear wheel (estimated):	1106 kJ (307 wh)
Link to:	Strava

Dinner with Jobst and Friends, July 20, 2012 - I rode from home to Jobst's place to meet him and a bunch of his friends who had organized an informal pizza and potluck dinner at his place. We recounted old adventures and spent a couple of hours viewing photos of bike rides and other adventures from long ago.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	93.0 miles
Cumulative climbing:	9720 feet
Total Time:	7:44:37
Riding Time:	6:40:57
Avg. Speed (moving):	13.9 mph
Max. Speed:	47.0 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	883 wh
Wh/mi:	9.5
Battery Amps-Hour Used:	35.1
Max. Current:	60 Amps
Min. Voltage:	22.4
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	2290 kJ (636 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	3444 kJ (957 wh)
Total energy to rear wheel (estimated):	5734 kJ (1593 wh)
Link to:	Strava

Big Figure Eight, July 15, 2012 - I set out from home at a leisurely hour on Sunday morning, riding south on Saratoga-Sunnyvale Road under human power only, as usual, at the start of a long ride. As I started the climb up CA9 I was feeling more energetic than usual and continued on human power up to the one-way control at the Bonjetti Creek Bridge near Sanborn Road.

I was surprised that I had not been passed by any other cyclists on my ride up to Saratoga, and only three cyclists passed me on CA9 before I called upon my stoker. As the main climb got under way I switched throttle control to economy mode, dialed in about 250 watts of assist and continued this way up to Saratoga Gap.

After stopping briefly at Skyline Blvd. I continued down the west side toward Boulder Creek, enjoying the relatively warm air on the descent. No need for longs.

In Boulder Creek I turned right on West Park Drive that runs parallel to CA236 for the first two miles. At Oak Street I turned left and rejoined CA236. I continued another couple miles up to Jamison Creek Road where I turned left and climbed with more assist although still running in economy mode.

At the summit of Jamison Creek Road I encountered a group of familiar cyclists who were in the process of regrouping before descending the way I had arrived. After a few minutes I pressed down Empire Grade toward its end at the Lockheed facility.

I had last ridden this way in 2005, so I was overdue for another visit. The broad valley at the head of Big Creek at 2200 feet elevation is unusual for the Santa Cruz Mountains. Most valleys are lower in elevation and are not as broad. Topographically the area reminded me more of the Sierra Foothills or of some places in the Diablo Range.

I stopped to take a few photos of Eagle Peak and its barely visible NFS lookout tower now abandoned. In 1988 a friend and I had ridden our bikes up Eagle Rock to visit the tower. Now forest fires are detected by satellite, so there is no need for staffing these remote lookout towers.

I continued up Empire Grade Road to its abrupt end at the gate of the Lockheed facility. There I met a guy driving out the adjacent gate for Bertoli Drive. We talked a bit about living in the area and the activity at the Lockheed facility.

But there wasn't much more to see, so I turned around and headed back past the Locatelli Ranch and its broad valley, back up the hill to Jamison Creek Road and beyond past the CDF training center and state minimum security prison (at which no activity could be seen from the road) on Ben Lomond Mountain and down to Alba Road.

I had last descended Alba Road in 1988, and I recall the road surface being very rough. That day I stopped a few times on the way down to let my brakes cool. Today I was able to do the entire descent in one go, arriving at the bottom without blowing off a tire.

After riding through Ben Lomond I continued up Glen Arbor Road, then Quail Hollow Road, climbing up through a dry desert-like landscape of sandstone, pine, and manzanita, quite different from the dark forest I had just descended on Alba Road.

At Zayante Road I turned left and pressed on past the turn-off for Lompico, one area in the Santa Cruz Mountains I have never visited.

I decided to stop at the Zayante Market and Deli as I hadn't gotten out of the bike since home, and I was ready for an extended break. I ordered a sandwich, eating it outside in the parking lot. The place could use a few chairs or tables.

After lunch I resumed my trip through Zayante and alongside Zayante Creek. Just before Zayante Road starts its first long climb I veered right, crossing a metal bridge, and climbed Fern Ridge Road.

It had been many years since I had ridden this way, and my memory of the roads had faded. As I started the climb I recalled the steep upward pitches, followed by shallow up-grades.

At Lower Hutchinson Road I kept to the left and rode down and through a couple of creek drainages before resuming the climb on this mostly one-lane road that reminded me of Mountain Charlie Road on the next ridge to the east.

It was not long before I arrived at a major junction of three roads: Hutchinson, Bell, and Lower Hutchinson. From here I continued up Hutchinson where the road widened, although the steepness of the grade did not relent.

After Hutchinson reached the ridge, it undulated, down then up, a couple of times before commencing a hot steep climb in the sun. To make up for the steepness, the view opened up to the east of Mountain Charlie Ridge and back toward Santa Cruz.

Only one car passed me on the climb of Fern Ridge Road, none on Lower Hutchinson, and a few I saw driving down while I was climbing the upper reach of Hutchinson Road, about as much traffic as I've seen on Mountain Charlie Road.

It was not long before I arrived at the stop sign at Riva Ridge Road where I have ridden more recently. I continued on Hutchinson to Summit Road, turned left and pressed north along Skyline Ridge.

At Bear Creek Road I turned left and flipping my throttle into normal mode, I rode quickly so that I could enjoy the gap in the usual rush of traffic one experiences on Bear Creek Rd.

At Skyline Blvd I turned right and resumed riding at a more relaxed pace for a while, using "economy" throttle mode when needed on the climbs.

At Black Road Skyline Blvd. opened up to a two-lane highway with good surface, so I rode more quickly, though still in "economy" throttle mode.

As I crossed the Castle Rock Summit I stopped pedaling and throttling altogether and coasted all the way down to Saratoga Gap, except for having to pedal at the first intermediate uphill. (On a hot day when riding my more aerodynamic bike I can avoid pedaling and powering the entire distance.)

I continued north past Saratoga Gap, still in economy mode, although as my battery was starting to get weak economy mode was becoming increasingly stingy. I had to work harder on the intermediate up-grades to maintain speed.

At Page Mill Rd. I turned right and began my descent to Alpine Road, the short ascent to Montebello Open Space parking area, the steep drop across San Andreas, then down the rest of Page Mill Road.

Half-way down the steep bit below Shotgun Bend I caught up to a pickup truck whose driver was descending cautiously. At each turn I was hoping he would let me by, but he appeared to be lost in conversation with his passenger. Other cars started to catch up, and we formed a caravan.

At Altamont Road I had had enough, so I turned right and descended to Moody, El Monte, and then home.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	53.6 miles
Cumulative climbing:	4860 feet
Total Time:	4:20:59
Riding Time:	3:39:12
Avg. Speed (moving):	14.6 mph
Max. Speed:	54.1 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	610 wh
Wh/mi:	11.4
Battery Amps-Hour Used:	24.1
Max. Current:	55.6 Amps
Min. Voltage:	23.5
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	1582 kJ (439 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	1606 kJ (446 wh)
Total energy to rear wheel (estimated):	3188 kJ (886 wh)
Link to:	Strava

Stevens Canyon, Grizzly Flat, and Los Trancos Woods, July 12, 2012 - I set out mid-afternoon for this mid-week ride not really having much of a plan of where to go. I started with the idea of the typical route of up Page Mill Road, perhaps down to La Honda, then back home through Woodside and Portola Valley.

But, as I rode west on Fremont Road I thought about climbing up Stevens Canyon and Redwood Gulch, then skipping the dip to La Honda but instead heading straight for OLH or CA84, then adding a loop into Los Trancos Woods, since I hadn't ridden there in a while.

That plan stuck in my head until I got into Stevens Canyon past Mt. Eden Road, when I considered that I hadn't ridden up the canyon to the end of the paved road in a while.

So, at Redwood Gulch I continued straight up the canyon, crossing Stevens Creek several times before arriving at the gate. After carrying my bike over the barrier I continued up the still-paved road until it petered out to dirt and gravel. I was getting sucked in...

I paused briefly to take a photo of the spot where the Canyon Road becomes the Canyon Trail, a spot I had ridden to but not beyond in years past. The last time I had ventured up the trail was in 2005.

"Oh, what the hell," I thought. I'd come all the way up to this point, it was a nice day, I had plenty of daylight, and no one else seemed to be on the trails. At this point I didn't really want to descend back to Redwood Gulch, then climb again from there. I pressed on.

The Canyon Trail narrows and steepens as it crosses an old slide that closed the trail for a few years back in the 1990s.

I rounded the slide and continued on, descending to the first crossing of Stevens Creek. In case you're wondering, I did walk the bike across the creek, but the water was low enough I was able to keep my feet dry.

After surmounting a couple of root-bound steep sections the trail returned to a pleasant singletrack for the next half-mile or so, climbing high above the creek on its northeast side. It was good that no other trail users were about; it would have been difficult to pass anyone along this stretch.

The trail descended again to a junction with the Table Mountain Trail where I had hiked earlier this summer. Upstream from this junction the trail widened to a road, climbed past an out-of-place-looking Palo Alto City Limit sign to a junction with the Grizzly Flat Trail.

On my hike in the other direction I had made a mental note to try this trail on my bike sometime. The trickiest part was the connection between the Canyon Trail and the southwest side of Stevens Creek. The connector trail was narrow with sharp, hairpin turns as it descended to Stevens Creek, my second crossing for the day.

Again I was able to get across without getting the insides of my shoes wet.

When I was on the other side I stopped to adjust my front brake pads that were rubbing the rim before climbing the remaining singletrack to the Grizzly Flat Trail that is wide enough to be a road.

Compared to the Canyon Trail and the creek crossings, Grizzly Flat Trail was a piece of cake. The climb was never too steep or loose, so I just selected a low gear and climbed slowly, enjoying the solitude of the forest.

At the junction with the south Grizzly Flat Trail I selected the north trail. On my earlier hike I had taken the south trail and found it steep in places, mainly because it climbs and descends rather than keeping an even grade the entire way. The north trail is more suitable for biking.

It wasn't long before I arrived at the Grizzly Flat Trailhead on Skyline Blvd. I was not surprised to see no cars parked: I hadn't seen a soul since Redwood Gulch and Stevens Canyon Roads. Maybe the weather was too warm. It had been in the upper 80s in the shade and the low 90s in the sun, even deep in the canyon.

I got back on the road and headed north on Skyline Blvd., stopping only once above Old La Honda Road to heed the call of nature.

I decided to descend Old La Honda Road (east). The new asphalt has made this a more pleasant descent, and I find the road overall more relaxing than CA84 with its harried commuter and work-truck traffic. For better or worse I quickly found myself behind a driver who seemed to be looking for an address but never finding it. For worse because I would have descended a little faster on my own, for better because the car ran interference for me against oncoming traffic, and it wasn't going too horribly slow, although its driver could have exhibited more skill in the corners. I was surprised when one, then two other cyclists out for a ride had also caught up to our small caravan. I see I'm not the only cyclist who likes descending Old La Honda Road on its eastern side.

At Portola Road I rode uphill to Willowbrook, then Alpine Road, ascending the latter as far as Joaquin. I paused on Alpine Road at one point to photograph a fawn walking toward me down the road. It bolted as soon as my camera made a whirring noise. Unfortunately, the photos are too blurry to post.

I climbed Joaquin, then Old Spanish Trail and Vista Verde to the top of the cul-de-sac before descending Vista Verda to Los Trancos Woods Road. Normally I would take Ramona, but I hadn't ridden the narrow road through the Woods in a while.

The descent below Ramona I coasted as usual without pedaling all the way to Alpine Road, reaching my maximum speed of the day at the bottom of the "ski jump".

At Alpine Road I headed home on the backroads: Arastradero, Purisima, Robleda, etc. Traffic was bumper-to-bumper southbound on I-280, and drivers were looking for alternates. I encountered heavier than normal traffic even on these backroads, making the last few miles home a bit less pleasant than usual.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	95.0 miles
Cumulative climbing:	4900 feet
Total Time:	8:53:59
Riding Time:	5:21:01
Avg. Speed (moving):	17.7 mph
Max. Speed:	49.8 mph
Nominal System Voltage:	24
Battery energy capacity:	1100 wh
Battery energy consumed:	987 wh
Wh/mi:	10.4
Battery Amps-Hour Used:	39.3
Max. Current:	64.3 Amps
Min. Voltage:	22.2
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	2557 kJ (710 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	1949 kJ (541 wh)
Total energy to rear wheel (estimated):	4506 kJ (1252 wh)
Link to:	Strava

Coastal Century Cruise, July 8, 2012 - I drove me and my bike to Half Moon Bay to join the Coast Century Cruise, an informal group ride organized by a group from BentRiderOnLine: Alan, John, Rod, Dave, and Pierre. Later at Pescadero Beach we would be joined by Paul and Roland.

We started from Main Street across from the fire station at the south end of the old town at about 0915. The route was simple: we would ride south, stopping for lunch at Upper Crust Pizza at the west end of Santa Cruz, then return the same way.

Some of the group planned to meet us at Pescadero Beach and save themselves 30 of the 95 miles round-trip from Half Moon Bay.

Zach was late arriving at the start, so I volunteered to wait for him, then keep him company at least as far as the regroup at Pescadero Beach.

Weather was foggy and drizzly at the start. Temperature was 57F. All of us were on short-wheelbase high-racers, except for Pierre on his VK2, John on his tail-boxed VK2, and me on my faired and socked Power Gold Rush.

Zach started off at a good clip, legs spinning like a sewing machine, and I was forced to use my motor to catch up and keep up. Even so, I used the motor only enough to stay with him and avoided using it on the level and downhill parts.

I discovered that Zach could stay comfortably in my slight draft if I kept motor input power in the 200-250 watt range (which means about 120-170 watts at the rear wheel), in addition to my pedaling. If the power was lower, then he would catch up and freewheel or pass, and if higher I'd pull away.

The voltage-based cruise control that I'm using is a proxy for a speed-based cruise control. As the grade and the load on the motor varies the controller attempts to keep the apparent voltage (speed^†) constant. But human riders can only put out so much power continuously, so to ride with them I need to be adjusting the cruise control setting or shifting gears as the grade changes. These adjustments are quantum, so the effect on followers is one of "push-pull", depending on whether I'm going a little too slowly or a little too fast. I know how to set up a current (and hence, power) throttle, but I don't think my cruise control can run in set-current mode.

We made good time to Pescadero Beach, averaging 20.6 mph; the rest of the group had arrived just ahead of us.

When we resumed our trek south, I found myself behind the group much of the way. The typical summer tailwind was picking up speed. Tailwinds are a great equalizer, allowing people of different ability and bike configuration to ride together, and this part of our ride south went pleasantly, especially after the sun emerged from behind a heavy fog bank near Franklin Point.

We all arrived in Santa Cruz within about six or seven minutes of each other.

For the next hour we relaxed in the breezy interior of Upper Crust Pizza and enjoyed our luncheons. An hour later, full of pizza, we set off on our return trip.

Right from the start, it was clear we were in for a long haul into a wind even stronger than it was in the morning. The difference in speeds southbound vs. northbound can be seen in the speed profile. The group had gotten ahead of me, and I pedaled the first couple of miles of flat highway without the motor at about 12 mph.

At the first hill I turned on the motor and set the cruise control and geared for about 250 watts on a slight upgrade. This allowed me to catch up gradually to the group just north of Bonny Doon Road.

After I passed by the group Zach and Roland jumped on my tail and we continued to Swanton Berry Farm where I suggested we stop for a dessert (where bicyclists get a 10% discount). Roland was fine with the idea, but Zach was still working on his pizza, and no one else seemed intererested in stopping so early on our return ride to Half Moon Bay. So, we resumed riding past Scott Creek Beach, up the long hill, past Greyhound Rock, Waddell Beach, Año Nuevo, and stopped for a break from the wind at the convenience store at Gazos Creek.

The next segment of the ride was a mostly flat run up to Pescadero Beach where we bid goodbye to Roland who was going straight home. Pierre took advantage of Paul's vanpool van. On his southbound run earlier in the day John only got as far as Pigeon Point before a loose cassette lockring forced him to effect a temporary repair and then return to Half Moon Bay. They planned to meet the rest of us at the Half Moon Bay Coffee Company for a well-deserved post-ride meal.

Soon those of us riding back to Half Moon Bay started the final leg north. At the top of first climb out of Pescadero I got ahead of the group and figured they would do fine on their own. I got the idea to have some fun testing the "full power" "boost" or "turbo" mode of my controller on the hills. This mode is only useful to extend the top power end of the controller's operating envelope, maintaining high power at high RPM.

At first I did not want to use this mode as I had destroyed a cruise control when I was testing it on the bench at 36 volts. But, since my bikes operate at 24 volts I felt that I could run this way occasionally when I needed a power boost at high RPM.

In any case the boost mode seems to give a noticeable kick at 24 volts, less at 36 volts, and almost no kick at 48 volts. At the latter voltage the e-bike rides more like a low-powered motorcycle or scooter, rendering a boost mode redundant.

My bench tests revealed that the boost mode also offers a slight efficiency gain, but only when high power (e.g. >500 watts) is drawn. Of course high power usage burns up the watt-hours faster than low-power, so even though efficiency is greater, the battery is drained faster, especially on this occasion as I was riding into a stiff headwind.

In boost mode I was able to cruise the last flat open section of highway into Half Moon Bay at 35 mph (my self-imposed speed limit) with moderate pedaling. With the headwind that required a power draw of about 1000-1100 watts.

I arrived at the Half Moon Bay Coffee Company not too long after Pierre, Paul, and John had arrived. Fifteen minutes later Zach rolled in, then the others individually arrived. Unfortunately, Alan had to return directly home due to a family emergency.

Overall, it was a fun ride with a good group.

^†A cruise control that sets effective voltage does not quite maintain speed as motor load increases because phase current limits exist. Where the phase current limit is not binding, a voltage cruise control will maintain speed.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	80.0 miles
Cumulative climbing:	7810 feet
Total Time:	8:47:28
Riding Time:	7:28:17
Avg. Speed (moving):	10.8 mph
Max. Speed:	48.6 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	653 wh
Wh/mi:	8.1
Battery Amps-Hour Used:	25.3
Max. Current:	53.8 Amps
Min. Voltage:	23.4
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel (estimated):	1692 kJ (470 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	3536 kJ (982 wh)
Total energy to rear wheel (estimated):	5228 kJ (1452 wh)
Link to:	Strava

Old Haul, Gazos Creek, and Johansen Roads, July 1, 2012 - Again I got started late, 1045, and rode one of my usual routes from home to Moody Road, pedaling slowly under my own power for the first hour until I got to the steep climb. My objective for the day was to ride more at an un-assisted bike pace and little more than fast hiking pace on the dirt roads, using the motor only to relieve me of some of the effort.

I was also "breaking in" a CoolMax "Shorty" headsweat that was just a little too small for comfort. By the time I stopped to remove it at the base of the steep Moody climb I had a splitting muscle tension headache from having my head in a "vise" and was not sure that I would continue riding. Laundering these stretches them out enough not to fit too tightly the next time around. Only a few minutes after I took it off my headache was gone and did not return.

I climbed up Moody and Page Mill slowly and continued down Alpine Road, then Portola State Park Road. Fog hung over the hills, but the air was warm underneath. By the time I had started down Old Haul Road intermittent sunshine poked through occasionally.

On my way to the Hoffman Creek Trailhead I passed one family hiking, a couple of mountain bikers riding the other way, and a couple of rangers working on clearing a drainage ditch.

When I got to Hoffman Creek I turned left on Wurr Road and rode around the south side of Memorial Park, joining Pescadero Road in Loma Mar near the store. I continued west on Pescadero Road where I saw a couple groups of cyclists riding the other way who recognized me. I only recognized David Coale. At Butano Cutoff I turned left, then left again at Cloverdale Road.

I rode south on Cloverdale Road past Butano State Park and over the short pass into the Gazos Creek watershed. I turned left on Gazos Creek Road and began my climb to Sandy Point.

It had been several years since I had ridden up Gazos Creek Road, and I had forgotten how pretty this road is.

When I got to the gate marking the end of the pavement I was disappointed to see that it was locked shut. The walk-through gap is too narrow for me to fit my bike, so I had to take off the heavy parts and lift it over.

While I was putting things back together a guy on a cross bike came down Gazos Creek Road. I asked him about the road condition, and he said only that it was steep. It was his first time riding in the area. He had ridden a loop from Pescadero up South Butano Fire Road and back down Gazos Creek Road by way of Big Basin and was the only other cyclist I had seen since Pescadero Road and the only cyclist I'd see that day until I got to Saratoga Gap.

Once I got back on the road and started climbing through the narrow part of the canyon it was clear that the road through the upper canyon had taken a beating. The ballast rock that had been put down several years ago was mostly gone. Large ruts made picking a reasonable path difficult but not impossible.

Just before I got to Sandy Point I stopped to watch a young doe standing on the road ahead. Unusual for a deer, it began to approach me. I took many photos as it took halting steps toward me, ears pricked forward. When it was clear it would approach no further, about 50 feet distant, and I had taken all my photos, I started the motor at a low growl, and all of a sudden it took off into the bushes, almost stumbling in its panic.

When I got to Sandy Point I began to see why Gazos Creek Road was so beaten up in the upper canyon: the Markegard's inholding has furthered its development.

Not only do we have a full-gauge track segment complete with boxcar and caboose—no locomotive, alas—but the latest project appears to be an enormous treehouse suspended some 25 feet above the ground, supported by four adjacent redwood trees. The trunk of one of them appears to pass directly through the structure. I hope they've taken into account that redwood trees are not static pillars. I have no doubt that building codes are being ignored, yet I am curious to see how the treehouse fares over the years, assuming it is allowed to continue. Perhaps someday the compound will be added to Big Basin State Park as a fee-generating attraction, like Sarah Winchester's old house.

Two men working on the treehouse stopped their hootin' and hollerin' long enough to watch me ride by. I, too, gave them something to look at. After I had had my fill of the treehouse, I proceeded to climb up Berry Creek Ridge on Johansen Road.

I had last descended Johansen Road in 2005 and last ascended it in 1992. My memory of the descent was that the road was covered with debris and looked like it hadn't been maintained and that the descent was fairly steep and unbroken. The debris part was somewhat true this time, but the climb occurred in fits and starts with a few short intermediate descents thrown in that I had forgotten.

The road climbs the ridge through a young forest with a few old growth redwoods that had been allowed to stand when the area was logged. Near the top the ridge breaks out into a few clear areas, the last of which appeared to have burned within the last five to ten years. The clear areas afforded nice views to the south of Ben Lomond Mountain. Eagle Rock could just be spotted.

On the last mile of the climb the road turned northward and rose through a dark forest to meet the extension of China Grade Road.

China Grade Road was as bumpy as ever. Although the worst of the potholes had been patched, the asphalt still hid invisible heaves and a couple spots of gravel on the fast lines through the corners. I paused part-way down to admire the view of the fog blowing in over Big Basin, and again when I got a clear shot of Pine Mountain and Hihn Hammond Hill.

Once I got on CA236 I pressed on, trying to stay just ahead of the fog where the sun kept things warm enough that I didn't need to wear any additional clothing. I continued straight on CA9 and ascended at a moderate pace to Saratoga Gap, the fog overtaking me as I climbed. But, I was amazed to see that the fog did not advance across Skyline Blvd. as if forbidden to cross the county line. The sky toward Saratoga was clear blue.

I descended into Saratoga and then rode directly home, where luck had me hitting more red than green traffic lights.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	93.3 miles
Cumulative climbing:	7660 feet
Total Time:	6:59:19
Riding Time:	5:49:32
Avg. Speed (moving):	16.0 mph
Max. Speed:	45.1 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	912 wh
Wh/mi:	9.8
Battery Amps-Hour Used:	36.2
Max. Current:	53.4 Amps
Min. Voltage:	20.4
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy to rear wheel (estimated):	5169 kJ (1436 wh)
Motor energy to rear wheel (estimated):	2363 kJ (656 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2806 kJ (779 wh)
Link to:	Strava

Pescadero Loop and Allen Road, June 27, 2012 - I intended to ride the Western Wheeler's Wednesday Hills 'R' Us ride that starts at Shoup Park. So, I arrived at Shoup Park just before 1000 and waited while no one showed up.

It had been a while since I had ridden with this group, and although I had checked the route the night before, I was now not sure if perhaps the start of this ride had been moved for some reason. I turned on 3G networking on my phone and checked the web page. The start location was correct, but the time had been moved to 0900!

I immediately got on the bike and proceeded along the route at a speed that I figured would be a bit faster than the group yet would not be too wasteful of battery energy. The riders in the group are usually pretty fast, but groups on hilly rides with regroups are always as slow as the slowest rider. There would be regroups at various places along the way, and if I kept moving I could catch them.

I rode up Page Mill Road at a brisk pace, then paused only long enough to see that it was safe to cross Skyline Blvd. I continued on Alpine Road, down to Pescadero Road, then up over Haskins Hill and down alongside Pescadero Creek. A few miles outside of Pescadero I ran into two riders on the Hills 'R' Us ride, and we paced into Pescadero for lunch. Today most of the group that had started omitted the loop to Pescadero and returned up CA84 after descending Alpine Road. The loss was theirs as weather was beautiful at the coast: no fog.

After lunch I resumed riding later than the others, again playing catch-up over Stage Road and part way up CA84 toward La Honda. I caught the group again near Driscoll Ranch, and we paced each other up to Old La Honda Road, regrouping briefly at Skyline Blvd.

The route took us north on Skyline Blvd., and I decided to leave the group at Skylonda and continue up to Kings Mountain Road.

While I was climbing Skyline Blvd. north of Skylonda I considered that I hadn't ridden Allen Road in many years. Allen Road is an out-and-back road off Bear Gulch Road west of Skyline Blvd. that terminates at La Honda Open Space Preserve.

The last time I had ridden that way, the preserve was open to bikes. Not any longer. Yet, I sneaked in past the gate far enough to get a view of the ocean to the south and west. There are better views further on inside the preserve, but I didn't want to get caught riding my bike there.

So, I turned around and returned up Allen Road, Bear Gulch Road, and continued north on Skyline Blvd. to Kings Mountain Road that I descended without delay. From Woodside I took one of my usual routes home.

At about 2.5 miles from home my battery system shut down. I had intentionally exhausted the battery. While I have tested the battery on the bench I wanted to see what my capacity was when I was using it on the bike. Turns out the capacity is about the same as when I tested it. The battery is about six years old, which is on the older side for a lithium battery. It has about 90% of its original capacity, so it is still usable, but I need to be a little more careful to watch my consumption now so that I don't unintentionally exhaust it on a ride.

I've been thinking about replacing the battery, but I keep hoping that battery technology will make quantum improvements before I really must replace it. I can get a similar "turn-key" battery with only about 20-25% greater energy density than I could six years ago for about the same price. That's disappointing.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	55.2 miles
Cumulative climbing:	4810 feet
Total Time:	4:05:46
Riding Time:	3:18:47
Avg. Speed (moving):	16.6 mph
Max. Speed:	44.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	731.8 wh
Wh/mi:	13.3
Battery Amps-Hour Used:	29.5
Max. Current:	71.4 Amps
Min. Voltage:	22.7
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy to rear wheel (estimated):	2857 kJ (794 wh)
Motor energy to rear wheel (estimated):	1897 kJ (527 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	960 kJ (267 wh)
Link to:	Strava

La Honda, June 21, 2012 - My intention was not to ride hard or long but to spin easily on the bike and have some fun, calling upon my stoker liberally.

I left home after I ate lunch and headed through Los Altos and Portola Valley to Old La Honda Road, climbed over Skyline Blvd. and coasted down into the town of La Honda. The weather was comfortable but blustery in Portola Valley. As I climbed Old La Honda I rode up and under a mid-level layer of overcast (fog). As is usual when riding into or under a fog layer, the wind calmed.

The west side of Old La Honda was damp from fog drip under the redwoods. My glasses misted slightly. But, as I broke from the trees the air dried out somewhat.

Road crews have been busy putting down fresh tar patches over the old potholes and rough asphalt. Some of the tar patches had not been rolled adequately, leaving bits of gravel to spray the insides of my fenders as I rode by.

When I got to CA84 I descended into La Honda. The temperature was cold. If the foliage hadn't been so lush I might have thought it was winter.

I turned left on Pescadero Road and continued up Alpine Road, admiring the large redwoods at Heritage Grove as I rode by.

About half way up Alpine Road, one-half mile before reaching Portola State Park Road, I turned right on Camp Pomponio Road, a road that descends an intermediate ridge between Tarwater and Evans Creeks to the old San Mateo County jail deep in the forest near Pescadero Creek at the center of Pescadero Creek County Park.

The jail has been closed for many years, so the road serves primarily as an access to the Tarwater Trailhead in Pescadero Creek County Park.

County road crews have ignored the many potholes, pits, heaves, loose rock, and rough asphalt on this road that sees little use. While descending one must take care to avoid the worst of them. To make up for that, the views (1, 2) one can enjoy while pausing on the descent are spectacular.

Soon I was at the Tarwater Trailhead. Since I found the second gate closed—it is always locked closed now that the jail is no longer in use—I decided to turn around and return to Alpine Road. This gate does not have a convenient walk/ride-around, requiring me to hoist my bike over the gate, and on the bike I was riding that would have been difficult/impossible for me to do.

I returned up the hill as quickly as the road surface allowed and then resumed my climb up Alpine Road, seeing the only cyclist I would encounter the entire time I was west of Skyline Blvd. resting at the dirt siding at Portola State Park Road. I continued up to Skyline and immediately pressed down Page Mill Road.

The descent was going well until I hit the steep part just downhill from Shotgun Bend, where I heard a tell-tale fss-fss-fss! from my rear wheel.

I pulled to the side at the only spot that wasn't tilted to fix my rear flat. Turns out the valve stem failed. The tube had several patches already, so it's possible the stem had been "exercised" too much over its life, weakening the seal around its base. But, since I know I'm careful not to yank sideways on stems when I'm using a pump, I suspect a faulty or especially weak seal. The tube was a Trek/Bontrager.

After fixing my flat I continued down Page Mill with slightly greater caution—one flat tire increases the chance of another soon afterward—fortunately none occurred. I continued straight onto Moody Road and then home into increasingly heavy traffic without further incident.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	86.1 miles
Cumulative climbing:	8220 feet
Total Time:	9:27:49
Riding Time:	7:48:23
Avg. Speed (moving):	11.0 mph
Max. Speed:	45.6 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	878 wh
Wh/mi:	10.2
Battery Amps-Hour Used:	34.7
Max. Current:	37 Amps
Min. Voltage:	22.7
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy to rear wheel (estimated):	5105 kJ (1418 wh)
Motor energy to rear wheel (estimated):	2275 kJ (632 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2830 kJ (786 wh)
Link to:	Strava

South Butano, Old Haul, Borel Hill, east Alpine, June 16, 2012 - I left home on the late side as I usually like to visit the nearby farmers market on Saturday morning, and that usually precludes an early start.

My route took me up Stevens Canyon where the temperature was already 95F. Deeper in the shady canyon temperatures cooled somewhat but were still hot.

I rode slowly under human power only until I got to the base of Redwood Gulch where I set the cruise control for about 400 watts for the climb.

At CA9 I headed uphill toward Saratoga Gap. Just as I was getting started on the climb I saw Bill Preucel heading downhill, although it took me too long to associate the face with the name. I didn't recognize his jersey. I waved.

As I climbed CA9 I saw other cyclists descending in small clumps. I did not linger at Skyline Blvd. but continued down to Waterman Gap.

Before this ride I swapped wheels, installing a wheel with crossed spoke lacing and a fatter tire, more appropriate for the dirt roads I was planning to ride. The fatter tire on the front made the bike a better mannered in the corners.

I coasted all but a couple of uphill spots on this descent, getting up to around 45mph maximum. At Waterman gap I continued on CA236 through the redwoods and up the ridge that joins with China Grade Road.

The woods were warm, but the sunny areas were hot, especially on the climb up China Grade Road.

At the end of China Grade Road, marked by a large sandstone pillar, the pavement disappears, leaving a dusty dirt road. Most of the traffic on this road is headed to or from Camp Cutter (BSA), but fortunately, I saw no motor traffic while I was on it.

The first junction reached is with Johansen Road heading down to the left to Sandy Point. I kept right, still heading toward Camp Cutter. But less than a mile later the road begins to descend the north side of the ridge. A faint road that almost looks abandoned veers left into the trees. This is South Butano Fire Road. I noticed that someone had recently put up a sign marking the turn.

South Butano Fire Road or South Butano Road descends the ridge west from China Grade, staying on or near the ridge top on its long journey to Cloverdale Road near Butano State Park.

The first few miles of the descent from China Grade are on a poorly-maintained fire trail. Steep in a few places, overgrown in a few others, and occasionally rutted from erosion.

This is one of the few areas one can get many miles from the nearest internal combustion engine (ICE). But, as I was descending I heard the unmistakable rat-tat-tat of a small, poorly-muffled ICE, and it was getting closer!

Shortly a 4-wheel ORV came around the curve. Looked like a dad and young son. Then came another ORV with two boys. They weren't going terribly fast, and we waved at each other, but their presence was unexpected as I usually see few people on the road, and then only mountain bikers.

I continued down the road crossing into Butano State Park, past a low spot on the ridge where a couple of old growth trees had not been felled, then up the short climb to the abandoned airstrip.

I explored the south end of the airstrip that drops off quite steeply before the forest closes in, then rode back up to the north end. The strip itself is not very long. Only a few tenths of a mile, at most. And, it would be unusable today due to the encroaching trees on either side and in a few places in the middle. The airstrip was used during logging days by the lumber barons inspecting their holdings.

I rested under the only tree casting usable shade near the trail crossing while I ate a snack and chatted with another biker who had ridden up from the west and wanted to know what the road was like further up. Dad and the boys on the ORVs came by the other way while we chatted. I was happier seeing them go by then than having them overtake me while I'm on the road.

After a few minutes we went our own ways, he eastward to Olmo Trail, and I westward to Cloverdale Road. The descent from the airstrip is one of the nicest descents on a dirt road, especially considering that the road traverses a ridgetop. The grade is a nice, gradual 5-7% most of the way, becoming less steep as it re-enters the cooler forest a few miles from its western end. The road surface is crushed sandstone that is only too deep for comfort in a few spots that are easy to avoid.

Near the bottom the road becomes a rutted dual-track with rather deep ruts in a few places. Years ago when cattle were run in the area the road surface was pock-marked with dried mud cattle hoof imprints, making for bumpy riding. Now the hazard is dried mud trenches, whether from erosion or knobby tire use, I'm not sure. Periodically the center and sides of the road were splashed with Birdsfoot trefoil.

Once out on Cloverdale Road I headed north with the aid of a light tailwind to Butano Cutoff Road and Pescadero Road. I stopped for a snack break at the Loma Mar Store. Something salty, potato chips, hit the spot.

I continued on Wurr Road, a short residential road that parallels Pescadero Road on the south side of Memorial Park. Wurr Road took me to the Hoffman Flat trailhead of Old Haul Road.

I figured since the bike was already covered with dust I'd take another dirt road on my way home. Distance and climbing would be similar to climbing over Haskins Hill and west Alpine Road.

I rode Old Haul Road all the way to its bitter end at the southeast gate bordering Redtree Properties, who have in the past made clear their dislike of bicyclists using their roads.

On my way east I overtook a few groups of hikers, most of them near Hoffman Flat, including what looked like a ranger driving a golf cart-like vehicle carrying someone with crutches going the other way.

Closer to the southeast end I overtook a large group of hikers who insisted on my stopping so they could take my photo. I obliged them.

After inspecting the southeast gate I returned to the access road into Portola State Park, descended past the abandoned ranger's residences, rode across the new Bailey bridge, and up to the Park HQ building, where I filled up on water at the fountain out front.

As I planned to take a few more dirt roads and wanted to have time to do that I pressed on up Portola State Park Road and Alpine Road a little faster than my current average speed so that I could get home before dark.

At the top of Alpine Road I turned left and entered Russian Ridge Open Space Preserve and climbed the road to the ridge trail, aiming for the summit of Borel Hill, not quite the highest point on my ride at 2572ft. (Saratoga Gap is a few feet higher.)

After enjoying the view and eating another snack I descended the ridge trail to Skyline Blvd. then took Clouds Rest to the Meadow Trail through Coal Creek Open Space Preserve, eventually meeting up with Alpine Road, the dirt part.

Alpine Road is hardly a road now, mostly overgrown, and washed out in a few places. At best it's a wide trail. Aside from a fallen tree on the bypass trail, Alpine Road is about as passable as it was the last time I had taken it several years ago. I see that the ballast rock that had been freshly laid down on the lower section of road on my last trip has now been mostly pressed into the dirt, although some was still loose on top.

When I got to the paved part I coasted down the rest of the way, enjoying the shade along Corte Madera Creek. After the stopsign at Portola Road I coasted as I usually do all the way to I-280, dropping down to a minimum of about 20mph just past Ladera before stopping at the stopsign at I-280.

My route home from there took the usual roads, and I finished not long before 2000.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	18.7 miles
Cumulative climbing:	70 feet
Total Time:	6:39:36
Riding Time:	1:02:07
Avg. Speed (moving):	18.1 mph
Max. Speed:	35.9 mph
Link to:	Strava

Visit to Palo Alto, June 10, 2012 - I rode from home to Palo Alto to attend the Sequoia Century Worker's Picnic at Mitchell Park, and to visit friends and family. This was primarily a transportation ride in lieu of driving an automobile. I rode easily, spinning the pedals lightly and without guilt let the motor do most of the work.

On my trip home after dark I felt more comfortable cruising at 25mph on an unlit Central Expressway, even though I have a good light on the front. Fate confirmed that the speed was right as I hit all green lights without breaking cruise.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	128.6 miles
Cumulative climbing:	11050 feet
Total Time:	11:01:59
Riding Time:	8:32:59
Avg. Speed (moving):	15.0 mph
Max. Speed:	46.7 mph
Nominal System Voltage:	24
Battery energy capacity:	1370 wh
Battery energy consumed:	1329 wh
Wh/mi:	10.3
Battery Amps-Hour Used:	53.2
Max. Current:	57 Amps
Min. Voltage:	22.1
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy to rear wheel (estimated):	7430 kJ (2064 wh)
Motor energy to rear wheel (estimated):	3445 kJ (957 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	3985 kJ (1107 wh)
Link to:	Strava

Sequoia Century 200k Route, June 9, 2012 - Instead of riding extra city miles to Gunn High School for the official start, I started from home and rode directly to Saratoga and up CA9 to Skyline, joining the official route where CA9 meets Redwood Gulch Road.

I rode as far as Sanborn Road before I used the motor, which meant I was riding slowly for the first 11 miles. On the climb up to Skyline I dialed in about 300 watts of assistance, which means I was getting about 220 watts of motor power at the rear wheel plus 130-150 watts of me to haul my 300 lbs of bike and body up the hill. Climbing speed was 7-7.5 mph. A few cyclists passed me on the climb. As I had a long day ahead, I didn't take the bait.

As I didn't need refreshment and was running a little behind schedule I continued south on CA9 toward Boulder Creek. Shortly after I started the descent I was overtaken by a go-fast bunch that included Bill Preucel. I let them go ahead as I didn't want to work hard on the descent, but gravity allowed me to catch up and pass a few of them when the downgrade steepened.

Soon we were all bunched behind the cautious driver of a Corolla who couldn't bring himself to pull aside to let the group by. Given where the driver applied his brakes it almost seemed as if he intended to slow us down.

At the short up-grade before Waterman Gap I managed to squeeze by the group, and on the down-grade before the stopsign the Corolla driver finally found a nice wide paved turnout that he liked.

I pressed ahead of the Corolla down CA9 after the stopsign, taking care at the decreasing-radius hairpin right-hand curve, then enjoyed the rollers down into Boulder Creek where the go-fast group caught up to me again near Redwood School before they stopped for a break at Rainbow's End. They were planning to return up Bear Creek Road to Skyline Blvd. From Boulder Creek I rode in the other direction up West Park Drive as far as I could, then rejoined CA236.

I noticed that my phone had downloaded email somewhere along the ride. I turn off 3G networking to save batteries, so perhaps Rainbow's End has an open WiFi network. I must have been stopped just long enough to connect and download.

While climbing CA236 I found myself reading (but not replying to) my email messages. The shade of the trees prevented glare on the screen, traffic was light, and I was climbing slowly enough to make this activity not unsafe.

At China Grade Road I turned right and proceeded slowly up the easy part, stopping a couple of times as I tried to capture the mood of the place in a photo. After I crossed the bridge over Boulder Creek, I kicked in the motor, this time for around 400 watts, or about 300 watts to the rear wheel.

On my way up to CA236 I overtook Steve Prothero and Linda Vanderhule. We rode together until we reached the top of CA236 and started the descent to Waterman Gap. At Waterman Gap I continued up CA9 at a moderately fast pace, overtaking a few more riders on the Sequoia Worker's Ride: Martha Landis and Angeline Tan, Gene Kiernan, Mike Harding, Rao Loka, and Thomas Maslen. Near the top of the climb to Skyline Blvd. I saw Clark Foy riding the other way, and I wondered what climbs he might have on his agenda. Turns out his agenda was enjoyment of the ride and not speed.

After relaxing for a while and munching cookies at the amply supplied rest stop, I continued north on CA35 to Alpine Road, then descended Alpine Road into La Honda where lunch was set up next to the market.

I ate too much food and had to lollygag for an extra 20 minutes before resuming my ride to San Gregorio where the wind was blowing fiercely into my face.

I turned left on Stage Road, the wind at my back for most of the trip to Pescadero. The road was lined in many places with the invasive Birdsfoot trefoil as if someone had sprinkled the seeds out of a passing car window. Nearer to Pescadero I saw Thomas Maslen and a few others riding northbound.

At Pescadero Road I turned right and then left on Bean Hollow Road, climbing the hill past the local landfill and the Bay City Flower Co. before descending down to CA1 near Bean Hollow State Beach. The strong wind blowing off the ocean was almost chilly enough for me to want to put on another layer.

I turned right and began my ride north into the wind. I rode slowly to conserve battery energy and because I did not want the gusty wind to blow me off the road.

At CA84 I turned right. At Stage Road I turned left where a sheriff's deputy had pulled over a motorcyclist.

The descent to Tunitas Creek was probably as slow as I've ever experienced into the headwind, and when I turned right onto Tunitas Creek Road I was happy to be off the coast highway and onto a quieter road. I saw only one other cyclist on the entire climb.

I started the climb at 1620 and figured that if the rest stop at the top of Tunitas Creek Road was being staffed, it would only be until 1700. So, I used moderate motor power for the entire climb, reaching the top at about 1700 where David Kamp had just packed everything up and was ready to leave when I arrived.

I ate a few more cookies and downed a couple of V8's before starting down Kings Mountain Road and heading home. When I got home I had only 40 watt-hours left in the tank. The climbing and the wind had taken its toll. It was good that I didn't try to ride too fast.

GPS track:	GPX
Link to:	Strava
Distance:	83.2 miles
Cumulative climbing:	7580 feet
Total Time:	6:57:39
Driving Time:	3:07:17
Avg. Speed (moving):	26.7 mph
Max. Speed:	55 mph

Sequoia Century SAG, June 3, 2012 - I drove SAG on the Sequoia Century and managed to take a few photos while I was at the rest stops on my route or while driving.

My route took me from SAG HQ out to La Honda via the most direct path, then out to The Bike Hut on Tunitas Creek Road and back to La Honda before heading up Tunitas Creek Road, backtracking once part-way back down, then forward again to the finish.

I helped a couple of people by the road with my floor pump and by supplying them with water. Later I SAGged one person from The Bike Hut to the top of Tunitas Creek Road, and a couple from the top of Tunitas Creek Road back to the finish.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	78.7 miles
Cumulative climbing:	7480 feet
Total Time:	4:45:01
Riding Time:	4:25:26
Avg. Speed (moving):	17.7 mph
Max. Speed:	46.7 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	859 wh
Wh/mi:	10.9
Battery Amps-Hour Used:	34.5
Max. Current:	57 Amps
Min. Voltage:	22
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy to rear wheel (estimated):	3972 kJ (1103 wh)
Motor energy to rear wheel (estimated):	2226 kJ (618 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	1746 kJ (485 wh)
Link to:	Strava

San Gregorio, June 2, 2012 - I wasn't able to get out for a ride until later in the afternoon. Because of my SAG duties for the Sequoia Century the next day, I had only today to get in a good ride.

After I left home I got all the way to Sand Hill Road and Saga Lane before I used the motor. Usually I try to ride the first 10% or until I get to the first big hill under pedal power only.

The weather was warm on the bay side of the hills, but as I climbed Kings Mountain Road the air cooled. I saw a group of cyclists who looked familiar at Tripp Road, but I didn't stop to chat. I set the cruise control to max throttle, but geared the bike so that I was spinning a comfortable 90 RPM. This drew about 500-600 watts from the battery, and was probably good for a little more than that at the rear wheel, taking into account efficiency losses in the motor that are more than made up for by my pedaling.

When I got to Skyline Blvd. I put on my long sleeves and continued down Tunitas Creek Road, veering off onto Lobitos Creek Road when a moment before I hadn't recalled riding east to west on it in a long time. I stopped along here to photograph the abundant yellow lupine bushes by the road, and to watch a fawn venture out onto the road.

From Lobitos I took Lobitos Cutoff Road back to Tunitas Creek Road, then continued past the Bike Hut to CA1. I then headed south and up into the fog, then down Stage Road to CA84. I decided not to go to Pescadero as the fog was cold and damp and nearly at ground level.

As I turned my sights eastward again I could see sunshine warming the land not too far off. For the first several miles from the coast a robust tailwind pushed me along, so I didn't need to use the motor too much.

When I got to La Honda I turned right onto Pescadero Road and continued on Alpine Road. On my way up Alpine Road near Camp Pomponio Road I passed someone who bore a striking resemblance to Tom Ritchey. I didn't get a good look, but I did manage to say, "Hi!" to the him, the only other cyclist I saw on Alpine Road.

I pressed on to Skyline Blvd. without stopping, then rode south to CA9 and down into Saratoga and then home. Somewhere along Saratoga-Sunnyvale Road someone on the sidewalk called out my name, but I when I looked, I couldn't see who it was. I was already too far down the road.

It was a good ride and workout. My legs are tired. Probably all the spinning. I rode fast, partly because I started late, but also because it was cool most of the time, and I wanted to keep warm without putting on and taking off clothing.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	93.3 miles
Cumulative climbing:	6300 feet
Total Time:	7:11:51
Riding Time:	5:55:30
Avg. Speed (moving):	15.7 mph
Max. Speed:	40.4 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	827 wh
Wh/mi:	8.9
Battery Amps-Hour Used:	33
Max. Current:	62 Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	2144 kJ (596 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2002 kJ (556 wh)
Link to:	Strava

Mount Umunhum and the Reservoirs, May 28, 2012 - After spending the last week indoors suffering with the flu I managed to get out on the last day of Memorial Day weekend. My goal was to head south around The Reservoirs since I hadn't been that way in a while, but I had no definite plan. I didn't want to get chilled, so I decided not to go to the coast, choosing instead one of the warmest areas I could ride to from home.

I rode south on Saratoga-Sunnyvale Road toward Saratoga, continuing at CA9 toward Los Gatos. I hadn't used the motor by the time I got to the short uphill after crossing CA17, but when I pressed the throttle I got an anemic response from the motor.

In the future, even if I plan to ride the first 10-15 miles without using the motor I should at least check that it works properly before I hit the first steep uphill.

After turning left onto Los Gatos Blvd. and right onto Kennedy Road, I pulled over to debug the system. Wires all seemed to be connected, the battery was connected directly and not through the soft-start resistor, speedometer was working correctly. I had power at low speed but the motor quit at higher speed. What could be the problem?

I thought about it for a few minutes and was almost out of ideas when I remembered the speed limit switch. It was set to "1", which limited the throttle to something like 35%. I checked, and it was in position "1". After flipping it to "3" everything worked normally. Whew!

I continued up Kennedy Road, down to Shannon, then at Hicks I paused for a moment. I could turn left and take the suburban route through Almaden to McKean Road or I could take the harder but more interesting route over Hicks that avoided city traffic. I chose the latter.

Hicks Road climbs in fits and starts alongside Guadalupe Creek, making a steep pitch up to the dam holding back Guadalupe Reservoir, and again for a longer distance as it climbs steeply to the top of Jacques Ridge.

I stopped at the junction with Mt. Umunhum Road and again considered that I hadn't been up this way in a while, and, well, here I was, might as well continue up as far as I can. What was to be a convalescing ride was starting with quite a bit of climbing.

I had hardly started up Mt. Umunhum Road when I saw a guy riding a unicycle down the hill. One doesn't see that every day.

I continued up the road. Signs warned of truck traffic, probably connected to the cleanup and refurbishment of the summit area that has been waiting for almost 30 years for public access--(It's about time!)

I saw a few cyclists and hikers on the road. A few cars passed me on the way up, and I saw them parked by the road before the gate at the half-way point.

I squeezed through the bypass and continued up the road that was in poorer shape than the lower section. Large potholes were left unfilled, frost heaves had become ridges in places, and rocks and gravel were a frequent sight.

Eventually, I got to the ridge and could see the view down to Santa Cruz and points south and west. But, not much further I arrived at a gate whose owner had taken pains to keep out the curious with many unwelcoming signs, Klieg lights, a video camera, and other fortifications.

I decided to turn back at this point and on the downhill to test my new front tire (Schwalbe Stelvio 28-406) to see if I could get the rim hot enough to blow it off. The weather was comfortably in the low-70's, but even so I got the rim hotter than 150C. Yet, the tire did not blow. I was impressed.

I continued down the south side of Hicks Road to Almaden Reservoir. At the bottom I met up with a couple who were out riding and who lived in the area and rode frequently. We talked for a while about the roads and various routes into the mountains. After our chat they began their climb up Hicks Road and I continued down through New Almaden.

I turned right on McKean Road and headed southeast with the help of a nice tailwind that I knew I would be fighting on the return trip. I rode using minimal motor, which means I only used it on the climbs, and then only after slowing down.

At Oak Glen I turned left and rode around Chesbro Reservoir, then through the ranchettes of Morgan Hill. At Sycamore Road I turned right and climbed over the ridge and down to Watsonville Road.

At Watsonville Road I turned right, then again right on Uvas Road and started my long trip home.

Memories of my first ride in the area were on my mind: hot temperatures, strong headwind, running out of water. I feathered the throttle as I rode along Uvas Reservoir. The headwind wasn't too strong yet, but I didn't want to run short today as I was starting to get tired, the climb up the mountain earlier had drained my reserves.

I started using the motor more as I climbed the short hills north of Uvas Reservoir. By the time I got back to Calero Reservoir the wind was howling, but I fought back with a heavier thumb on the throttle.

On Almaden Expressway and Camden Road I was no longer conserving battery energy. Up and over the Camden Hill, up and over Shannon Road. By the time I got back to Los Gatos I knew I'd have energy to spare before I got home, so I rode as quickly as prudence allowed, up CA9 to Quito, then Quito down to Lawrence Expressway and north to Reed and eventually home.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	155.0 miles
Cumulative climbing:	8090 feet
Total Time:	13:00:35
Riding Time:	9:41:04
Avg. Speed (moving):	16.0 mph
Max. Speed:	41.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1450 wh
Battery energy consumed:	1306 wh
Wh/mi:	8.4
Battery Amps-Hour Used:	53.2
Max. Current:	69 Amps
Min. Voltage:	21.7
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	3386 kJ (941 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Link to:	Strava, Part 1
Link to:	Strava, Part 2
Link to:	Strava, Part 3

Mount Tamalpais, May 19, 2012 - After running into "Bill" on Mt. Diablo last weekend and hearing his plan to ride the Triple Threat in June, all three of Mt. Hamilton, Mt Diablo, and Mt. Tamalpais in one day, using public transportation to get between the bases of the climbs, I thought I'd try something in a similar spirit. This would also fill out my "heat map" of the bay area, showing areas I usually ride. I'd give myself a day for each climb, but I'd do each of them from home.

So, with that goal in mind I set out on the longest ride of the three yet the least lofty of the three summits.

I left early in the morning so that I could take advantage of light traffic on the most direct and least-hilly route into San Francisco: El Camino Real, then Bayshore Blvd. and Third Street. My goal was to pedal under my own power until I reached SF. That should leave me enough in the tank for the major climbs and to have some left for the hillier trip home.

It had been a long time since I'd ridden my bike to or through San Francisco. Riding up El Camino Real allowed me to ride through the old part of each city on the Peninsula, and to see each town from a pace and perspective different from that seen from the freeway.

As I rode northward the cities seemed more preserved in the sense that new development and in-fill had not occurred on the same scale as for cities to the south. E.g. Downtown San Bruno on San Mateo Avenue looked much as it did 30 years ago.

I hit my first "major" hill on Airport Blvd. climbing over the shoulder of San Bruno Mountain into Brisbane. The second hill up to Guadalupe Parkway took similar effort. I knew I had one more hill to surmount where Bayshore Blvd. crosses US-101. I finally gave in and used the motor for the first time on the last block of this steeper hill, even though the adjacent light-rail tracks suggested that the grade could not be too severe.

I descended into The Bayview and continued on past India Basin, arriving at the Third Street Bridge near AT&T Ballpark where early arriving fans were already queued at the O'Doul Gate to enter the stadium for the day's game.

I turned right on King Street and proceeded to The Embarcadero, taking the perimeter route around the northeast of the city, past the Ferry Building, the Aquatic Park Bathhouse Building, Fort Mason, Marina Blvd. and Crissy Field, to the south end of the Golden Gate Bridge.

Not having ridden recently through San Francisco I had forgotten about the crowds and some cyclists' appalling disregard for traffic signals. While I stopped and waited with traffic at each red light, cyclists who looked to be out for their workout blasted past, swerving around pedestrians with the right-of-way and other obstacles in their path.

Perhaps I have been spoiled living in the south bay where reasonably uncrowded cycling roads can be found in any direction, where extending common road courtesy to others does not impinge on one's riding enjoyment. Yet if I lived in the city perhaps I might find myself impatient when faced with the prospect of "idiots" getting in my way on one of the few reasonable routes to the countryside.

My goal was to get through the city safely and at a speed that would allow me to play sight-seeing tourist, so I did not mind stopping as required. I didn't want a mishap to mar the day.

So, I thought I had seen it all by the time I got to the Golden Gate Bridge. It was an ominous sign that the bike path to the west walkway was gated off and closed. When I got to the plaza in front of the visitors center, it was clear that everyone would be sharing the east walkway, bikes and peds alike. This wound be fun.

The day was sunny, cool, and slightly breezy. Tourists were on rental bikes and on foot crossing the bridge. Mixed in were the weekend warriors on their way to Marin County for their ride.

To my surprise the tourists on bikes were the most careful and courteous. Tourists on foot less so, often walking two or three abreast, allowing only enough space for one bicyclist to pass on the inside. Still I did not feel it necessary to call out and startle them, waiting until opposite bicycle traffic had cleared before passing.

The rudest again were the weekend warriors who pushed past anyone as soon as a momentary opening was found, swerving around pedestrians and cycle tourists alike. Yet through all of this collisions were avoided, even though at times I was sure I would brush bars with someone riding the other way.

At the north end of the path tourist traffic at the vista point still had to be avoided, but once I was out onto Alexander Drive, I could enjoy an open road again.

I descended into Sausalito, through the thick part of town, up over the Bridgeway hump and down to the Mill Valley bike path. But, before I could reach the path I felt my rear tire go soft.

As I had been moving since I left home, getting out of the bike and walking around was a welcome change, so I did not mind the delay. A convenient park bench made the work more comfortable.

After the flat repair I continued on the bike path alongside Richardson Bay. At Blithedale Road I turned left, then right on Camino Alto and climbed the low ridge over to Corte Madera.

On the twisty descent into Corte Madera I imagined that my rear felt squishy again, yet I could still feel road bumps. But, as I neared Larkspur I could no longer mistake the squishy rear end feeling of a tire slowly losing air, again! So, I pulled over to work on it, my frustration rising slightly with the additional unwanted delay.

When I had flatted on CA17 last Monday I ran my fingers along the inside of the tire to check for sharps still embedded in the rubber. But, I had neglected to remove the substantial shard of glass that was completely loose inside the tire and was plainly visible if I had taken the time to look.

Under the circumstances and location (shoulder of CA17) of that flat repair I could forgive myself for not being as thorough then. What was less forgiveable was not noticing the glass still rolling around inside the tire before I inserted a new tube in Sausalito.

I dumped the glass out where it wouldn't puncture another tire, put in a new tube and was about to be on my way when one of several people to walk past, stopped to ask about my bike.

Bernard Catalinotto had been a cartographer for Thomas Brothers before Google, Garmin, Trimble, and others put them out of business. His new business, MyMapbook, offers local free printed maps of various communities, paid for by advertising. The maps were good quality, and in the style of the Thomas Brothers map books. He gave me a copy of the Southern Marin Community Map Book he happened to be carrying with him.

He asked me how I liked riding in Marin, and I told him it was very scenic but also very crowded as there was really only one route through southern Marin from the bridge, so everyone out riding a bike from SF is on that route. That that one route is also shared most of the way with local traffic on local streets with frequent traffic signals makes the going somewhat tedious. I can see why regular weekend warriors might ignore some of the lesser stopsigns. The sheriff's stopsign patrols must have easy pickings in Marin County.

I finally got moving again, passed through Larkspur, Kentfield, Ross, San Anselmo, and Fairfax. Once I got through Fairfax I tried to make up for some lost time, climbing up to Pine Mountain Summit without further delay, dilly-dallying, or lollygagging.

I slowed a bit on the twists and turns around Alpine Lake, stopping to take some photos near the dam, then pressed up the main ridge to Ridgecrest Road. I did not see as many cyclists out as I expected. The day was perfect cycling weather: sunny and warm with a hint of cool dampness.

At Ridgecrest I headed southeast on the ridge, the mostly-uphill direction, stopping at a small turnout near the top to enjoy the view down to Stinson Beach and Bolinas Lagoon. The photos were washed out and hazy, so I didn't use them in the album.

At Pan Toll Road I kept to the ridge and continued up over the shoulder of the west summit and through the dips to the East Peak Parking Area where I stopped for a break. I made a mental note to look for available 120-volt outlets for plugging in a charger, but I found none. There was a Coke machine in front of the snack bar, and I suppose there must have been an outlet behind it, but it would have been difficult to reach. There were no outlets in the men's room.

Shortly after 1500 I began my ride down the mountain. My next goal was to descend to the main square in Mill Valley and eat a late lunch/early dinner. Bernard recommended the Depot Cafe on the main square. The food was good, but hungry cyclists would do well to bring a $20 bill with them.

A musical band was just cleaning up after performance in the square. I asked one of their techs where they were getting power, and he showed me the two junction boxes in the planters. This would be nice to know in case I make the trip again with fewer batteries and wish to charge up before returning.

Although I brought a charger with me on this trip, the longest I have ridden on my hybrid e-bikes, I did not use it. Setting it up would have taken extra time, and I would have gotten only about 6 Ah while I was stopped for lunch unless I had decided to wait longer for the sake of charging.

AC outlets are not too common on the exterior of most public buildings. I had done well to "bank" my energy on the first 35 miles of the ride that was not too hilly.

After I finished lunch I continued down Miller Ave., onto the bike path into Sausalito, through the crowded downtown, onto Alexander Drive, and up to the Bridge.

The east walkway was even more crowded now than it was in the morning. And, I also had more gusty wind to deal with. I rode more slowly and was happy to exit the walkway on the south side.

My trip home would take the western route around San Francisco. I continued down Lincoln Blvd. but instead of continuing through Seacliff toward Lands End I headed south on 25th Ave. and into Golden Gate Park.

At one point I misread a sign that I thought said MLK Drive was closed to traffic. Turns out it would be closed the next day for Bay-to-Breakers, but by then I had already committed myself and didn't want to backtrack to JFK Drive.

I exited Golden Gate Park to Lincoln Way and went downhill toward the ocean. The Great Highway was closed, but I was able to ride under the barrier without getting off the bike and enjoyed a quiet road, like Bicycle Sunday on Canada Road, as far as Sloat Blvd.

I continued south on Skyline Blvd. through Daly City, past the little boxes on the hillside where the San Andreas makes its southernmost contact with the Pacific Ocean.

I continued south and up the long climb to CA1, through the interchange that looks scarier than it is, traffic is usually light on a weekend, and on south through San Bruno, Hillsborough, and San Mateo. At Crystal Springs Road I had to detour down the hill to Polhemus then the Ralston Ave. bike path over I-280 and down to Canada Road.

I then pressed home on familiar roads, arriving home near sunset at quarter past eight o'clock, with what is likely to be my longest ride of the year "in the bag".

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	112.3 miles
Cumulative climbing:	9700 feet
Total Time:	8:48:39
Riding Time:	6:35:25
Avg. Speed (moving):	16.5 mph
Max. Speed:	42 mph
Nominal System Voltage:	24
Battery energy capacity:	1450 wh
Battery energy consumed:	1323 wh
Wh/mi:	12.1
Battery Amps-Hour Used:	55.5
Max. Current:	64 Amps
Min. Voltage:	17.8
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	3429 kJ (953 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	3778 kJ (1049 wh)
Link to:	Strava

Tour of California, Stage Two, May 14, 2012 - My plan was to ride over to the coast and join the route for Stage 2 of the Tour of California somewhere near Pescadero about an hour before the race caravan was scheduled to pass. That plan worked out well.

On the climb up Page Mill Road I had almost turned back when my controller started shutting down without explanation. I managed to get it working again, but it shut off a couple more times. I checked the wiring and connectors and resolved to turn around (to avoid getting stranded on the wrong side of a hill) if it acted up once more before I reached the high point on west Alpine Road. Everything continued to work, so I pressed on down the west side.

I had no further controller problems for a long time, so I assumed that cleared whatever error existed before. But, later on CA1 I had another power loss, and again after a descent while I was not using the motor. These were all nuisances, although in the back of my head I was worried that the malfunction might be a sign of imminent permanent failure, leaving me to climb a long hill un-aided, something I had already done this year and did not want to do again.

While I descended west Alpine Road I saw a few cyclists ascending--I rarely see other cyclists out west of Skyline Blvd. during the week. I continued without pause up Haskins Hill on Pescadero Road and down the west side, past Pescadero itself, then south on Bean Hollow Road, reaching CA1 just before noon, about an hour before the arrival of the race caravan.

I continued south on CA1 into an atypical headwind past Pigeon Point, Anu Nuevo, Waddell State Beach, and Davenport. I kept my speed to 20 mph, worrying at first that I might not reach my planned spectating spot before the race but then remembering that if I had to suffer headwinds, so did the racers. The slower pace meant that I ended up doing more work, too, since my pedaling contribution is generally independent of speed.

More cyclists were out riding along the coast than usual, and a few had set up base camp along the highway, complete with deck chairs and refreshments.

At Bonny Doon Road the CHP (highway patrol) had blocked northbound travel on CA1. The race caravan could not have been too far behind. I turned left and started up the climb. Spectators gathered in turnouts by the road. Some of them cheered me on. A few yelled words of encouragement. Children pointed and stared as children are wont to do--"It's a banana bike!" Some spectators after hearing suspicious noises from my bike as I rode by, expressed dismay at my having undeservedly received their encouragement moments earlier. Fortunately, I was out of brickbat range by then.

A few spectators who had ridden to see the race, found me an attractive target. Others had brought children by bike and trailer.

After crossing the KOM on Empire Grade Road I descended toward Alba Road and then pressed on up over the top of Ben Lomond Mountain past the state Conservation Camp, then down again to Jamison Creek Road.

Jamison Creek Road is still bumpy and hazardous. Some of the potholes have been patched with what looks like tar with loose gravel on top. I took it easy on the upper descent, noting that some spectators had set themselves up in the "runaway cyclist zone".

At the fire station at the bottom of Jamison Creek Road a small crowd had gathered in anticipation of the race's arrival. I turned right and began the gradual descent into Boulder Creek without worrying about overtaking auto traffic.

In Boulder Creek a large crowd had gathered at the intersection of CA236 and CA9. While riding the race course ahead of the race had a disadvantage of being somewhat hurried--I couldn't afford to stop for an extended break if I wanted to stay ahead of the race, it did give me an open road as the course was closed to all but residential traffic and spectators on foot or bike. Drivers in a hurry had found other routes. I also observed that many residents and families had taken the day off work to set up camps at the ends of their driveways to enjoy the spectacle.

At Bear Creek Road I turned right and began a gradual climb alongside Bear Creek. After crossing Bear Creek for the last time the road began the main climb. This was one of the few occasions I could do this climb without worrying about impatient overtaking traffic. Bear Creek Road is the main commute route between Boulder Creek and the south bay area and on a weekday is usually busy.

As I heaved myself up to the Bear Creek KOM the crowd beside and on the road thickened--I slowed down to crawl under the banner then continued on. My destination was a local maximum on Summit Road below Wozniak's llamas, where I found just enough room to park my machine out of the way.

I had about ten minutes to get out of the bike (for the first time that day) and get my camera ready before the first of several CHP motorcycle brigades came roaring by. Twenty minutes later the race leaders came by. Less than an hour later, the broom wagon passed, and that was all. Those of us spectating at that point said our goodbyes, and we went our separate ways.

I continued south on Summit Road, stopped at a small park at the top of Redwood Estates to get some water, then descended the steep and narrow way through Redwood Estates, taking Madrone Road down to Old Santa Cruz Highway after crossing under CA17. I had never before taken the continuation of Madrone below CA17. I turned left on Old Santa Cruz Highway, then descended CA17 into Los Gatos.

Just after I passed The Cats I heard a suspicious "pfss-pfss-pfss" sound reflecting off the barrier sidewall. Sounded like my rear tire losing air. I slowed down and managed to stop before losing all lateral control in the rear. This was my first flat tire in many miles. And what an inconvenient location!

The shoulder was eight feet wide, at least, but it still felt narrow with cars and trucks whizzing past at 55+ mph. I was happy to be wearing earplugs. I thought briefly of walking the bike across the two lanes and up the Santa Cruz Ave. exit so that I could make repairs in relative peace and quiet, but decided against that because my bike is heavy and awkward to walk with quickly--I could only see about 4 seconds up the road, so I could only assume a break afforded me that much time to cross. A flat tire would only make walking it slower. There was some danger by lingering in the shoulder but much less, I felt, than trying to make a dash with a heavy bike with a flat tire across lanes of traffic. I left my tail light on and visible from the rear while I worked on the wheel, replacing the tube after checking that the inside of the tire was free from whatever caused the original puncture.

Once I got everything back together again, I did decide to motor across the lanes and onto Santa Cruz Ave. once I saw a break in traffic. That could be done well within 4 seconds.

The last challenge to overcome was the ride home from Los Gatos, up CA9 to Saratoga then north on Saratoga-Sunnyvale Road into a headwind, rush-hour traffic, and past a couple of fender-benders blocking traffic.

Having not quite recovered from my long ride on Saturday, I was ready to be home, showered, fed, and rested.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	141.2 miles
Cumulative climbing:	8100 feet
Total Time:	10:51:08
Riding Time:	8:42:47
Avg. Speed (moving):	16.0 mph
Max. Speed:	43.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1450 wh
Battery energy consumed:	1320.2 wh
Wh/mi:	9.4
Battery Amps-Hour Used:	52.9
Max. Current:	74 Amps
Min. Voltage:	21.9
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	3422 kJ (951 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	3896 kJ (1082 wh)
Link to:	Strava

Mount Diablo from Home, May 12, 2012 - Earlier in the week I had been talking with Steve Prothero about riding from home to Mt. Diablo, climbing the mountain, and returning home, all by bike. We both concluded that such a ride would include too much urban and suburban riding to be much fun. But, the idea took hold in my head. I had ridden similar routes twenty years ago before all of the Tri-Valley cities became contiguous. Would such a ride be as bearable now as it was then?

I had intended to get an early start, perhaps as early as 0600, but even though I rose from slumber at 0500 I did not get started until shortly after 0800. Still, this was earlier than my usual 0930 or 1000 start.

My hope was to meet up with the Western Wheelers LDT ride up Mount Diablo. As it turns out I did not arrive at the starting area for that ride until after 1100. At best I might see a few descending as I climbed.

My route took me across northern San Jose on the usual Central Expressway -> Trimble Road -> Montague Expressway. On Trimble Road I met up with Daryl Spano who was riding to the start of a group ride in Fremont. We rode together as far as the base of the Calaveras climb, and I got to show him a route that avoids the I-680 on/off ramps and minimizes distance and climbing, not that he would worry about such details, but of which I am acutely aware when I pedal without assistance my fully-loaded machine.

On the climb up Calaveras Road I dialed in the cruise control to about 300 watts that yields about 220 watts at the wheel plus my own pedaling, about 150 watts. This gives me a climbing speed that is a little faster than most cyclists who ride without competitive spirit.

Many cyclists were out enjoying the warm weather on Calaveras Road, including one large group going the other way.

In Sunol I turned north toward Pleasanton and rode through downtown Pleasanton. My study of the map the day before revealed that the optimal (shortest) route to Mount Diablo took Hopyard to Dougherty Road. According to the map Hopyard became Division Road near downtown. I rode up Main Street but saw no "Division". I knew that if I reached Valley Blvd., I had gone too far and that I should turn left on Valley, which I did. (When I got home I saw that "Division Road" changes names yet again to "St. Mary's Road" before connecting with Main Street, but I had not zoomed the map enough to see that detail.)

After pedaling what seemed longer than it ought to have been along Valley Blvd., I reached Hopyard Road, turned right, and continued north across I-580 and onto Dougherty Road.

It had been many years since I had ridden Dougherty Road. The last time I had come this way Dougherty was a two-lane country road, but now the entire way was lined with new subdivisions. Lax lending practices of the previous 10 years had fueled a manic building boom, converting open ranchland into sprawling, auto-centric, cookie-cutter subdivisions, a massive misallocation of wealth given the increasing price of transportation energy. Even the alignment of the old Dougherty Road had been changed, the new road, a broad four-lane affair with landscaped center strip and manicured lawns on either side, being routed in an arc to the east before rejoining the old alignment just south of Crow Canyon Road. Fortunately traffic was not heavy, and the road shoulder/bike lane was sufficiently wide.

At Mt. Diablo Scenic Blvd. I turned right and began the long climb up the mountain. I saw many cyclists on Mount Diablo, more than anywhere else on my ride. Some were riding slowly, others quickly, and still others alternated unpredictably between fast and slow.

I relaxed at the summit for about half and hour. Like an interesting dog at the end of a leash, my bike is a conversation starter. Without fail the first question most people ask is if it charges the battery while I ride or coast down hill. (Neither.) I then explain why: I don't have enough leg to charge the battery and move the bike forward, and regenerative braking nets only 10-15% return, at best, but requires extra hardware that makes carrying 10-15% more battery the more practical solution. The second-most frequently asked question is how fast does it go. The answer to that is a small research project for the reader.

I asked a guy, also named "Bill", if he could take a photo of me and my bike as I don't get too many opportunities, other than the usual distorted self-portraits. Bill had taken BART from San Francisco to Walnut Creek before starting his ride. He was getting ready to ride the Triple Threat in June and has not yet ridden up Mt. Hamilton. He should have a treat as it looks like they will be climbing Mt. Hamilton at sunrise.

I had noticed that as I climbed Diablo the temperature did not seem to cool, as I would have expected given the elevation rise. As I descended I noticed that the temperature increased from the low-80's F to about 90F by the time I got to the bottom in Walnut Creek.

My route took me to Ygnacio Valley Road, over the hill past John Muir Medical Center and down into the central business district. I turned left onto Civic Drive and again onto California Blvd. It was lunchtime, so I stopped at Genova's Deli, a popular local lunch place.

My original plan was to to head south from Walnut Creek through Amador Valley through Danville, San Ramon, Dublin, Pleasanton, and Sunol, then west through Niles Canyon to the Dumbarton Bridge. But, I felt like I had a little bit more in my legs, so I headed west on Olympic Blvd. into Lafayette, then south to Moraga. I did not take the bike trail along the old railroad right of way as I wanted to ride faster than would be prudent on the trail and because the trail has many inconvenient blind street crossings.

So at Reliez Station Road I turned left and climbed the short steep hill with lots of traffic, trying my best not to cause too much of a delay. At St. Marys Road I turned left and zipped up the busy, shoulder-less road into Moraga.

From Moraga I continued on Canyon Road to Pinehurst Road. I had been toying with the idea of taking Palomares Road later, but an alternate plan emerged: Instead of turning left onto Pinehurst Road and riding directly to Redwood Road, I would turn right onto Pinehurst, ride up the canyon to Skyline Blvd. Then turn left on Skyline and catch Redwood Road at the top of the ridge. The latter idea had more appeal because I had ridden Palomares Road just last fall, hadn't ridden along Skyline Blvd. in Oakland in a long while, temperatures would be cooler, there were better views along Skyline Blvd., and the descent of Redwood Road is one of those rare descents in the bay area that satisfies without pedaling or braking.

At the southern junction with Pinehurst Road I pressed south without stopping, climbed back up past the Chabot Regional Park entrance, and then down again into Castro Valley.

The next hour of riding was the least pleasant of the day. Once I got through Castro Valley, I turned left onto Foothill Blvd. and again left onto Mission Blvd. Traffic was heavy and impatient, travel lanes narrow due to construction, and the road surface was rough and dirty. A generous shoulder would occasionally be offered on Mission Blvd. only to be denied by parked cars often enough to render it useless. To add insult to injury drivers begrudged my using the right lane to avoid the hazard of popping into and out of the shoulder. No accommodation for bicyclists seems to have been made through all of Hayward and South Hayward. At Decoto Road I turned right and headed straight for the Dumbarton Bridge.

At I-880, my route took me on a bike path that was so root-bound that I had to ride slowly to avoid losing control. The bike path ends at the access road to Ardenwood Farm. I turned left and rode over CA84 only to find a closed gate blocking my way. The only ways through were two narrow openings along the sidewalk. I had to lift the bike up the high curb onto the sidewalk to continue.

Once through the gate I turned right onto Jarvis Avenue and continued toward the bridge, passing the Don Edwards Wildlife Center. On Marshlands Road I came upon a family of Canada Geese, mom, dad, and five goslings. They appeared to be trapped on the one side by the fence separating Marshlands from CA84 and on the other by a temporary fence that appears to have been installed on the edge of a project to dredge the salt ponds. I thought of trying to shoo them back toward Don Edwards, but realized that anything I might do could make things worse, like having the geese try to escape my help by flying over the fence and onto the freeway.

The wind was blowing fiercely on the Bridge, especially when a truck or bus came the other way, but I made it across without getting blown into the sidewalls.

I continued on the bike path to Willow Road across from the new Facebook campus, turned left onto Willow Road, crossed US-101, and then turned left onto Middlefield Road.

I thought of stopping to visit Jobst, but decided I was too tired at this point to be a good visitor, and I wanted to get home quickly. I took Middlefield Road all the way to Mary, then I finished on Evelyn Avenue, arriving home just before 1900.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	125.2 miles
Cumulative climbing:	8000 feet
Total Time:	9:32:14
Riding Time:	7:55:25
Avg. Speed (moving):	15.8 mph
Max. Speed:	37.8 mph
Nominal System Voltage:	24
Battery energy capacity:	1450 wh
Battery energy consumed:	1179 wh
Wh/mi:	9.4
Battery Amps-Hour Used:	47.4
Max. Current:	66 Amps
Min. Voltage:	22.4
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	3055 kJ (849 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2855 kJ (793 wh)
Link to:	Strava

Mount Hamilton Loop Clockwise, May 6, 2012 - I left home around 0900, rode across northern San Jose and into Milpitas. At Calaveras Road I headed east and up into the hills, using my motor for the first time. I rode past Ed Levin Park, up the Calaveras "Wall", and then the zig-zags above Calaveras Reservoir.

I saw relatively few cyclists given that it was a fine Sunday to enjoy a ride. In Sunol I turned right on Pleasanton-Sunol Road and caught up to a threesome wearing "Berkeley" jerseys who were moving at a good clip.

I didn't really want to pass them as then I'd feel obligated to stay ahead. I was trying to ride moderately so that I didn't need to use the motor much. So, I hung back at a polite distance, but close enough that I might poach a small volume of disturbed air that would make my effort into the slight headwind just a bit easier.

We parted ways at Castlewood Road where they turned left, but I continued right and up under I-680 and into Pleasanton. At Vineyard Road I turned right. It had been many years since I had taken Vineyard Road between Livermore and Pleasanton, and even longer since I had ridden it in the direction I was going today.

Although it is longer than CA84 over Pigeon Pass, Vineyard Road avoids the climbing and heavy traffic of the former. And, on this day the winds were much less on Vineyard than the usual gale blowing through Pigeon Pass. My usual avoid-84 route is on Stanley Blvd., but Stanley has been under construction and without a shoulder for the last two years, making that road more stressful than usual.

When I got into Livermore I took Concannon Drive from the west side of town at Isabel Ave. to the east side at South Livermore Ave. It seemed to take me a long time to cross the town. Either Livermore has expanded greatly in the last few years, the west to east traversal is slightly uphill (which it is, slightly), or I was just tired of riding and needed a break.

At South Livermore Ave., I stopped at the ballpark restrooms to top off my water and to take a short break. When I arrived I expected to have access only to the drinking fountain on the outside of the building as the parking lot was empty. But, I was happy to find the restroom door unlocked. Perhaps they had been unlocked in anticipation of a ballgame later in the afternoon.

After my short break I started south on South Livermore Ave., taking the bike path at the side of the road. At Mines Road I turned right and rode slowly under human power only until I got to the bottom of the first major climb.

I saw little traffic and few cyclists on Mines Road. I felt like I had the road to myself most of the time.

While the grass was still remarkably green, wildflowers were few and far between.

I came upon the aftermath of a crash between a motorcycle and a pickup truck. It looked as if the motorycycle had taken a right turn too fast and had struck the side of a pickup truck going the other way.

I came upon a squirrel that had just been hit by a car seconds before. I could see it twitching helplessly on the road. I turned around to see if there was anything I could do to help, but when I drew near, its spasms stilled, and I could see that the squirrel was beyond help. I only hope the poor creature didn't suffer too much.

On the descent to The Junction I almost ran over a young rattlesnake as it was trying to slither across the road. Fortunately, I missed it. I turned around to see if I could get close enough to take a good photo. By the time I drew alongside it had almost slithered off the road. It coiled up angrily, but then changed its mind and made a dash for the relative shelter of the road embankment.

At The Junction I ate lunch with four cyclists who had ridden up from Livermore and were returning that same way afterward. They asked about the road up Mt. Hamilton and about my bike.

I discovered that my camera would not take any photos until I had downloaded and deleted from my memory card all photos leading up to and including "DSCF9999". As I did not want to delete the photos I had taken thus far, I took no more on the entire ride.

After lunch I felt slightly bloated, so I rode slowly. But, when I got to the bottom of the climb up Copernicus Peak (the backside of Mt. Hamilton), I was ready to work harder. I noticed I had extra battery energy, so I rode the climb fast, the only time on the ride that I rode hard.

I spent 10 minutes at the Observatory before I started down. The views were hazy--I had seen better on previous visits, and while the temperature at the summit was a comfortable cool I did not want to chill before I started the descent.

About 1/2-mile from the summit I felt my front tire going "bump-bump-bump" with each revolution. Either something was stuck on the tire, or a lump had developed. My prior tire had just recently gotten lumpy before I discarded it.

This tire had been on my Gold Rush for a couple of years, inflated to 70 psi under easier service. Prior to this ride I had moved the tire to my Pursuit and had inflated it to 90 psi. The Pursuit has more weight over the front wheel. That was apparently too much for this old tire that had seen 5800 miles (9300km).

The cords appeared to be separating, and a tear in the rubber had developed, exposing the outer layer of cords, which could be seen fraying. The tire could fail spectacularly at any moment.

I reduced the pressure to about 70-75psi and resolved to keep my speed on the descent below 20mph. It had been many years since I had descended Mt. Hamilton this slowly, but it would be better for me to get myself home without crashing than to have too much fun on the descent. A sudden loss of front-end control on the Pursuit would almost certainly cause a crash.

Half-way down the "bump-bump-bump" got worse, so I stopped and deflated the tire more, to about 50psi. I was now in the zone where handling was compromised and pinch-flats could have occurred.

Fortunately, I made it down to Alum Rock Ave. and then all the way home across San Jose without further incident.

Aside from the problems with my camera and my front tire, the ride was a success. I felt good all day, no aches or pains. Just a good kind of tired at the end.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	126.0 miles
Cumulative climbing:	7700 feet
Total Time:	10:47:35
Riding Time:	8:32:05
Avg. Speed (moving):	14.7 mph
Max. Speed:	52.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1450 wh
Battery energy consumed:	1080.0 wh
Wh/mi:	8.5
Battery Amps-Hour Used:	42.7
Max. Current:	? Amps
Min. Voltage:	22.5
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	2799 kJ (778 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2546 kJ (707 wh)
Link to:	Strava

Santa Cruz Big Loop with Zach, April 29, 2012 - After signing up for the Devil Mountain Double Century (DMD) the week before but having not ridden 100 miles under his own power in one go since the prior year, Zach got cold feet and changed his mind. To help him ease his decision I suggested he come down to my place and ride with me a big loop to Santa Cruz and back. It would be a consolation ride.

We got started at 1100, quite late considering the distance we had planned. We headed out west on Evelyn Ave., rode through Mountain View, Los Altos, and made our way to the base of Old La Honda Road, where we met up with Bob Heath from Minnesota, who was visiting his sons who lived locally.

Bob had ridden PBP (Paris-Brest-Paris) a few times (but not the same year Zach rode PBP), and he had an Easy Racers Gold Rush at home in Minnesota and was interested in talking recumbents with Zach as we climbed Old La Honda Road.

After crossing Skyline Blvd. we stopped at the sunny spot on Old La Honda Road to take in the view, to decide if we'd aim for the coast immediately, or take an inland route as far south as we could on account of fog at the coast. The coast was foggy, so we took CA84 to Pescadero Road, then Cloverdale Road to Gazos Creek Road.

By the time we got to CA1, the fog had burned off, and a stiff tailwind helped push us the rest of the way into Santa Cruz.

We stopped once at Waddell State Beach to watch the kite-surfers but otherwise enjoyed an unbroken ride to Swift Street, where we detoured to West Cliff Drive, taking the slower, scenic route along the coast through Santa Cruz.

We had aimed to stop for a leisurely lunch at Dharma's Restaurant in Capitola, but as it was 1630 by the time we arrived, we considered it an early dinner.

After enjoying our refreshment we started home. But, instead of taking the slow, scenic route, we returned on Capitola Road and Soquel Drive to Branciforte Road. We rode Branciforte Road to Granite Creek Road, that we climbed over the hill into Scotts Valley.

As the evening wore on traffic lightened considerably. We only saw a few cars on Glenwood Road, and even fewer on Mountain Charlie Road.

At the top of Mountain Charlie Road I let Zach choose between the shorter, busier, quicker route home through Los Gatos, or the quieter, longer, but more scenic route home over Castle Rock Summit on Skyline Blvd. We both had enough light for either route, so Zach chose the longer, more scenic route.

We started with a short, mean little climb up Riva Ridge Road, followed by a rolling climb up Summit Road, Bear Creek Road, and Skyline Blvd.

We did not see any wildlife, probably on account of my very noisy motor chain drive. I discovered later that the motor chain was dry, a link binding each time the chain went around. The noise my bike was making was a sacrilege breaking the calm silence of nature at the end of the day.

Once over the summit we coasted down to Saratoga Gap, then down into Saratoga, stopping only once at the one-way control.

Zach missed the left turn onto Saratoga-Sunnyvale Road, so I had to chase him down Saratoga Road a short distance. I also discovered that my phone (and GPS) battery had died just before I reached the bottom of CA9.

We continued on Saratoga Road, then turned left on Herriman Road to return to the planned route north on Saratoga-Sunnyvale Road. We reached my house at about 2230 and promptly set to preparing a second dinner.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	20.9 miles
Cumulative climbing:	100 feet
Total Time:	1:10:56
Riding Time:	0:54:47
Avg. Speed (moving):	23.3 mph
Max. Speed:	37.6 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	292.0 wh
Wh/mi:	14
Battery Amps-Hour Used:	11.6
Max. Current:	? Amps
Min. Voltage:	23.3
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	757 kJ (210 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	993 kJ (276 wh)
Link to:	Strava

Lunch Party at Jobst's, April 21, 2012 - This was more "transportation cycling" in lieu of driving the car. It was a warm/hot day, and as I was wearing street clothes I resolved not to pedal very hard on this trip. Yet, I still arrived dripping with sweat. Fortunately, no one seemed to mind or to notice. I carried a mixed salad with separate oil and vinegar dressing and seasoning. Someone else brought salad that was too much for the assembled people, so I ended up carrying my salad, dressing, and seasoning back home again afterward. None of the containers leaked.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	52.7 miles
Cumulative climbing:	3720 feet
Total Time:	2:52:49
Riding Time:	2:29:10
Avg. Speed (moving):	21.1 mph
Max. Speed:	49.9 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	715.4 wh
Wh/mi:	13.6
Battery Amps-Hour Used:	28.8
Max. Current:	65 Amps
Min. Voltage:	22.9
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	1854 kJ (515 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	993 kJ (276 wh)
Link to:	Strava

Redwood Gulch and Skyline, April 18, 2012 - I left home at 1515 and rode out toward Foothill Expressway with the intention of heading in the direction of Stevens Canyon. The day was sunny and warm, just warm enough for short sleeves.

As this was my mid-week ride, my intention was not to ride hard or long as I did on Sunday but to spin easily to relieve stiffness in my muscles and joints that I get when I sit all day at my desk. I rode most of the time making liberal use of my stoker, as can be seen from the relatively high wh/mi figure and the division of energy where I produced only about one-third of the work. One-half is typical. In fact, I could probably label this ride as a “lead thumb” ride. After uploading to Strava I can see that I could have used a little less thumb and perhaps a bit more leg.

As usual I coasted most of the downhills, worked hardest on the steepest uphills, and the rest of the time worked hard enough to stay warm in short sleeves and to keep my heart rate in the aerobic zone but not enough to leave me gasping and dripping with sweat. It was a short workout with moderate distance and relatively high speed. I had fun.

My route took me up Stevens Canyon Road and Redwood Gulch Road. I turned right onto CA9 and continued up to Saratoga Gap without pause, stopping only for a couple of minutes at the local summit north of Saratoga Gap on Skyline Blvd. to heed the call of nature and to put on my long sleeves. I then rode north to CA84 and descended into Woodside, again without stopping until I got to Portola Road and Mountain Home Road. I then took Sand Hill Road, Junipero Serra Blvd., Foothill Expressway, Homestead Road, then Sunnyvale-Saratoga Road home.

I took no photos on this ride. Nothing extraordinary was seen, although I do recall that the Forget-Me-Nots (Myosotis sylvatica) were thick by the road on Skyline Blvd. just north of Old La Honda Road, but I did not want to lose momentum to stop and photograph them.

The only fly in the ointment on this ride was that I somehow lost a new sweat/skull cap I was trying. I have for years used sweat bands, but with age and thinning hair I feel it's time for me to switch over to something that provides me some sun protection on the top of my head. The vent holes in a bike helmet let some sun through.

So, when Nashbar ran a recent sale on these things, I bought a bunch of different sweat caps. I believe I lost this one when I stopped to put on or take off my long sleeves. It would have been the same color, black, and easy to miss if it popped off then. If I hadn't lost it I would probably have returned it for a refund (after washing it, of course) as it did not fit me well, binding too tightly on my oversized head and with the black long sleeve shirt I was wearing gave me a monastic appearance. I should have taken a photo. Oh well.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	123.5 miles
Cumulative climbing:	8000 feet
Total Time:	9:55:55
Riding Time:	7:50:47
Avg. Speed (moving):	15.7 mph
Max. Speed:	46.6 mph
Nominal System Voltage:	24
Battery energy capacity:	1460 wh
Battery energy consumed:	1256 wh
Wh/mi:	10.1
Battery Amps-Hour Used:	50.9
Max. Current:	62 Amps
Min. Voltage:	20.5
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	3255 kJ (904 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2676 kJ (743 wh)
Link to:	Strava

Mount Hamilton Counter-Clockwise, April 15, 2012 - After a week of rain we were due for a sunny weekend. I decided to head out to Mount Hamilton as I had not been that way yet this year, and I thought I might be able to spot some wildflowers popping up in the meadows along the way.

I left home at 0915 and rode across north San Jose under human power, reaching the base of the main climb just over an hour later. A few cyclists were standing at the parking area at Alum Rock Ave. and Mt. Hamilton Road and looked as if they might be preparing for a ride. But the parking area was almost empty, suggesting that not many cyclists had the same idea of climbing the mountain today.

I rode at a moderate pace, dialed in about 250-300 watts of motor power, and enjoyed a mostly solitary ride up the first climb. I saw a few cyclists descending and a couple of pedestrians walking up the road, but I encountered little traffic otherwise.

On the middle climb I passed a few cyclists, some of whom were riding almost as fast as I was. It took me a while to catch them.

One of them remarked to me that I was "cheating" by using an electric motor. I answered, "Only if I'm racing.", which reminded me to consider that I was now posting my rides on Strava.

Half of the rides I have posted to Strava have already been flagged, which means that the results are not included in the time rankings for each ride segment, and I had received a couple of complaints from other Strava users. So, today I tried to be good, to ride moderately, not to trump anyone's KOM and with any luck to keep myself off the first page of any results listing. My goal was not to see this ride flagged.

Most of the way up the final climb I could see another cyclist ahead who managed to stay ahead of my me, opening a gap when he observed I had closed some distance. It was clear he was trying to maintain a gap. In keeping with the spirit of today's ride I hung back, relaxing my effort on the pedals slightly when I noticed the gap closing. But, about 3/4 of the way to the summit, his pace slackened just enough that it was difficult not to overtake him.

Ben works as a mechanic at Slough's Bike Shoppe in San Jose, and was riding with three friends that I had passed earlier. They were planning to ride the loop through Livermore as part of a training program to prepare for the Davis Double Century.

As we rounded the last few bends in the road we encountered not-too-old snow in the shady spots on the northern slope of the mountain. At the summit a surprisingly substantial pile of the white stuff was concentrated at the railing.

I took a short break at the summit, taking on some additional water, but I did not linger too long. While the sun was warm, the air was chilly.

I started down from the summit, rode across the ridge to Copernicus Peak, but before I started the descent to Isabel Creek, I checked my GPS and discovered that once again it had stopped functioning, the third time on this ride! These GPS-enabled phones are still quite buggy.

After rebooting my phone and clearing the "Aiding Data", I started up the tracking program again and plunged down the back side of Mt. Hamilton.

On my way to The Junction I stopped a few more times to take photos. Wildflowers in the main valleys were non-existent. Only cattle were grazing in Upper San Antonio Valley, and the grass in the meadows looked short as if not much rain had fallen.

When I got to The Junction Cafe I ordered lunch. While I was waiting for lunch, Ben and his friends (Mike, Alex, and Dave) arrived. They were not planning to stop for lunch, but they must have thought better of it: eating a regular meal instead of scarfing energy bars and sucking Gu for the rest of the day.

I left The Junction while the others were still eating lunch and enjoying their break from the saddle. I continued north slowly, climbing over the ridge into Blackbird Valley, then over Eylar Summit.

I began the descent by coasting for several miles, but then a long line of motorcycles came past right near the county line where I like to use the entire road to straighten the curves and get enough speed on the dip to carry me up the next hill past the county line.

Just as I got to that point, the motorcycles that had all passed me suddenly stopped next to a pickup towing a horse trailer. There was plenty of room to get by. Why did they stop? I'll never know, except I lost all of my momentum in the traffic jam.

After everything was sorted out I continued in relative peace for the next 5-10 miles, stopping a couple of times to photograph the best wildflower display I was to encounter on the ride.

While I was stopped testing some roadside kitty litter, Ben came by and asked if I was O.K. Shortly after I resumed another cyclist overtook me, an older guy who was pedaling up a storm. I continued somewhat faster, thinking that my moderation may be excessive.

Ben's friend, Dave, overtook me. I picked up the pace again, and Dave tried to find the sweet spot in my draft. He told me later that I didn't offer much break from the wind. It was windy, as usual, on this section of Mines Road in the afternoon.

Just past Fourteenmile House we passed the older guy, and I could see Ben a couple turns ahead on the road. The headwind must have been taking its toll as this section of the "descent" is actually level and into a headwind.

The three of us continued for the next mile, but then they decided to slow down before the final plunge into Livermore. I saw them again for the last time when we arrived at Del Valle Road.

When I got into Livermore I stopped at the ball park to use the restroom and get a drink of water. My route through Livermore took me downtown to Railroad Ave., then west on Railroad and Stanley Blvd. into Pleasanton.

I was not happy to see that Stanley Blvd. still does not have a shoulder in either direction. A bike path was visible on the south side of the road, but I would have had to cross Stanley twice to use it and deal with a few cross-streets. Later I noticed that the path did not continue all the way into Pleasanton.

I pressed on through Pleasanton and onto Pleasanton-Sunol Road, turned left onto CA84, crossed under I-680, and headed south on Calaveras Road.

A large sign warned that Calaveras Road was closed, but I recall reading on our local bike club forum that SFWD was opening the gates on weekends, that the road was only closed during the week while construction on the Calaveras Dam was in progress.

Still, I did not want to have to back-track through Niles Canyon should I find my way blocked even though I had enough battery reserve to handle such a detour. I counted cyclists and autos going the other way and tried to ascertain by simple examination if they had ridden from Milpitas.

When I got to Geary Road, I saw that the gate on Calaveras Road was indeed open. I continued up the climb on a quiet road. Most auto traffic was going to/from Sunol Regional Wilderness or were PG&E work crews, no doubt happy to be working Sunday afternoon for overtime.

Calaveras Road is prettiest in the mornings and evenings, when the light is low in the sky. The meadows looked especially green, and the young leaves on the big leaf maples growing near the streams glowed against the early evening sky. I stopped several more times as good photo opportunities presented themselves.

When I got down into Milpitas I took my usual route home, arriving at 1910.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	114.0 miles
Cumulative climbing:	5920 feet
Total Time:	8:06:02
Riding Time:	5:36:53
Avg. Speed (moving):	20.3 mph
Max. Speed:	52.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1460 wh
Battery energy consumed:	1208 wh
Wh/mi:	10.6
Battery Amps-Hour Used:	49.5
Max. Current:	64.2 Amps
Min. Voltage:	18.2
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	3132 kJ (870 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	3098 kJ (861 wh)
Link to:	Strava

Big Loop to Santa Cruz, April 7, 2012 - I left home at about 0945 and rode up El Camino, Juniper Serra Blvd., and Alameda de las Pulgas to CA84 in Redwood City. While stopped at the light I noticed that my GPS wasn't working, so I rebooted my phone and started a new ride segment. I had ridden thus far without using the motor.

As I started up CA84 I started to use the motor more. But I only went heavy on the throttle after I passed Portola Road and began the main climb to Skyline, where my primary goal was to minimize the number of motor vehicles passing me in the narrow lane.

As I descended the other side I coasted the upper, gradual part. The road was quiet on this section. I didn't have motorists trying to pass me until just after I passed Old La Honda Road as the descent steepened.

I continued through La Honda and pressed on to San Gregorio, not stopping until I reached CA1. I rode quickly but I spared the throttle as much as I could while maintaining a brisk clip.

I stopped for a break at CA1, then began the longest, unbroken segment of riding: no stopping until I reached Western Drive in Santa Cruz.

The day was magnificent. A slight northwest breeze blew off the ocean, but the air was clear, if a bit hazy. No fog, and the sun was warm. I was somewhat surprised to see few cyclists on the coast on such a beautiful day.

When I got to Santa Cruz I had planned to meet Laura and Michael at Vivas for lunch, but she had an important work-related conference call at 1300. Our new meeting time was 1400, so I detoured to West Cliff Drive and hung out for a while at Lighthouse Point and watched the surfers on the swells to the east and listened to the sea lions on the rock to the west.

At ten minutes before 1400 I resumed my ride up West Cliff Drive toward the Boardwalk. I then rode through downtown Santa Cruz and arrived at Vivas five minutes late, but still Laura and Michael were later. I was hungry, so I went in and ordered.

By the time Laura and Michael arrived I had worked my way through half of the veggie specialty plate. All three of us enjoyed lunch and lingered for a while afterward to chat.

After lunch I began my trip home on one of my favorite routes. I rode slowly up Branciforte Road, then quickly up Glen Canyon Road. When I got to Scotts Valley I took Bean Creek Road, almost slipping on some sand in a sharp corner on the downhill section.

My route then took me down Glenwood Road to Mountain Charlie Road that could really use refurbishing like Old La Honda Road received recently on its eastern side.

After a very bumpy ascent to Summit Road I continued down the northern side of Mountain Charlie Road to Old Santa Cruz Highway that I took down to Bear Creek Road.

I then got onto CA17 (Highway 17) and descended into Los Gatos, exiting at CA9. At the bottom of the narrows some idiot in a pickup truck towing a wide tractor trailer layed on the horn as he passed me, after I had moved out of the lane and into the shoulder, no doubt disapproving of my claiming the lane for that short section where the shoulder disappears.

At the CA9 exit, traffic had come to a stop. I thought I could squeeze through traffic but realized at the last moment that space between the cars was too small, so I stopped quickly. As I put my right foot down it slipped on the oily asphalt on the ramp and almost slipped out from under me. If it had I would have tilted over onto the roadway which would have been most embarrassing, and would possibly have busted a fairing mount.

After I took the cloverleaf I continued west on Saratoga-Los Gatos Road ("southbound CA9") and decided at the last minute to take Quito and Lawrence Expressway instead of CA9 and Saratoga-Sunnyvale Road.

I used to prefer Saratoga-Sunnyvale Road, but lately I have been indifferent. So, I take whichever route I've done least recently. Quito and Lawrence have less cross-traffic, but the descent of Quito is slightly more technical, and a few on/off ramps on Lawrence can be tricky if there's heavy traffic.

I got home just before 1800 and felt like I had ridden enough for the day.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	51.7 miles
Cumulative climbing:	3290 feet
Total Time:	3:10:50
Riding Time:	2:49:34
Avg. Speed (moving):	18.3 mph
Max. Speed:	47.7 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	570 wh
Wh/mi:	11.0
Battery Amps-Hour Used:	28
Max. Current:	69.6 Amps
Min. Voltage:	22.6
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	1477 kJ (410 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	1165 kJ (324 wh)
Link to:	Strava

Old La Honda and Kings, April 4, 2012 - As I was out of town for a long weekend and unable to get much exercise, I was ready to get out for a few hours of biking.

I left home just after 1500 and rode out toward Foothill Expressway, turning west on Arastradero Road. I climbed up Arastradero and Alpine Road, then descended gradually to Old La Honda Road. After climbing Old La Honda I continued north on Skyline as far as Kings Mountain Road that I then descended. My route home took me on Tripp Road, CA84, Portola Road, and Sand Hill Road. I saw very few cyclists on the road this afternoon in spite of the nice weather. I then rode south on Junipero Serra Blvd. and Foothill Expressway where I became a rabbit for a few greyhounds commuting home. I turned off on Fremont Road and Sunnyvale-Saratoga Road and headed home.

The afternoon was windy, clear, and cool. I got blown around a few times, but none of the gusts endured long enough to be safety hazard.

I took no photos on this ride. Nothing extraordinary was seen. But, it felt good to get out and ride after a short time off.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	55.6 miles
Cumulative climbing:	4330 feet
Total Time:	3:42:47
Riding Time:	3:12:34
Avg. Speed (moving):	17.3 mph
Max. Speed:	42.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	671 wh
Wh/mi:	12.1
Battery Amps-Hour Used:	27.2
Max. Current:	66.6 Amps
Min. Voltage:	22.7
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	1740 kJ (483 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	1139 kJ (316 wh)
Link to:	Strava

Skyline Loop, March 26, 2012 - I left home and rode west toward Woodside, then up Kings Mountain Road, then south on Skyline Blvd., stopping a few times to enjoy the views and the interesting between-storm clouds. I then descended Page Mill Road, taking Altamont Road to Moody Road, then the backroads through Los Altos Hills into Rancho San Antonio, where I stopped at the top of Mora Hill to enjoy the views of the south bay and the interesting roll cloud over the mountains. I then went home through Rancho San Antonio.

The roads were mostly dry, but the weather was cool and windy, especially along Skyline Blvd. I did not ride particularly fast except on a couple of hills, mainly due to the gusty wind and greater than usual debris on the roads.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	69.3 miles
Cumulative climbing:	5070 feet
Total Time:	5:16:44
Riding Time:	4:03:32
Avg. Speed (moving):	17.0 mph
Max. Speed:	49.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	773 wh
Wh/mi:	11.1
Battery Amps-Hour Used:	30.8
Max. Current:	66.7 Amps
Min. Voltage:	22.8
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	2004 kJ (557 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	1611 kJ (447 wh)
Link to:	Strava

Ride with Frank, March 21, 2012 - I was sitting at my computer finishing some work when Frank Paysen sent me an instant message asking if I wanted to join him on a bike ride. I hadn't planned to ride until Friday, but the weather was nice, and I couldn't resist.

The plan was to meet at Forbes Mill in Los Gatos at 1115. I got out the door at about 1030, and with some assistance I was able to arrive at the Mill only a few minutes late.

We continued up the trail, then proceeded around Lexington Reservoir on Alma Bridge Road. The air had a clean, fresh feel, and the cumulous clouds were etched sharply against a blue sky.

On the way up Aldercroft Heights Road, I ran into John Kastel "Death Valley John". I stopped and chatted with John for a while as Frank pressed on up Old Santa Cruz Highway. We regrouped in Holy City and continued up to Mountain Charlie Road, then on up to Summit Road.

We crossed the bridge over CA17 and rode north as far as Black Road. At this point Frank had planned to return to Bear Creek Road, and didn't seem too interested in pressing on to CA9 and descending into Saratoga.

I was feeling good, so I continued north over Castle Rock summit. I thought first of descending CA9 but decided to continue on to Page Mill Road. At Page Mill Road I decided again to stay on Skyline Blvd. The air was clear, and the views on Skyline north of Page Mill Road would be good both to the east and to the west.

I stopped at the Russian Ridge Vista Point and again at the Spring Ridge Trailhead before descending Old La Honda Road.

Once in Portola Valley, I took the Portola Road to Alpine Road and then Arastradero Road into Los Altos Hills, taking back roads through Los Altos Hills and Los Altos on my way home.

My GPS receiver malfunctioned twice on this ride, once on Summit Road and on the southern end of Skyline Blvd. until Black Road, and again from Portola Valley until I got home. Fortunately I was able to piece together some data from Google Latitude, but these data are too coarse to follow a twisting road.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	58.0 miles
Cumulative climbing:	1890 feet
Total Time:	3:11:56
Riding Time:	2:41:46
Avg. Speed (moving):	21.5 mph
Max. Speed:	45.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	565.72 wh
Wh/mi:	9.8
Battery Amps-Hour Used:	22.8
Max. Current:	72 Amps
Min. Voltage:	22.8
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	1466 kJ (407 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Link to:	Strava

The Extended Loop, March 19, 2012 - Or The Loop with two long ears. After being cooped up all last week and weekend due to rainy weather--I did get out for a short walk the day before--I was ready to get out and ride.

Since I started late in the day I kept the route fairly simple, not going to Skyline Blvd. and including all of the classic Loop with extensions up Canada Road to the north, and a ride to and from home to the south.

Aside from getting out and exercising on a nice afternoon, I had a demon to face on Canada Road. In particular, the Wind Demon that blew me off the road in January, just before the last uphill before reaching CA92 when northbound. I'm pleased to report that I managed to stare down my demon as I rode past The Spot.

I rode quickly on certain sections that featured gradual uphill where the I enjoyed freedom from cross-traffic and other hazards. On most of the downhills I tended to let gravity do most of the work, and on the level parts I usually used my motor to accelerate, then pedaled to maintain speed.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	95.5 miles
Cumulative climbing:	7900 feet
Total Time:	7:00:00
Riding Time:	5:40:26
Avg. Speed (moving):	16.7 mph
Max. Speed:	49.5 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	979.88 wh
Wh/mi:	10.1
Battery Amps-Hour Used:	39.4
Max. Current:	65 Amps
Min. Voltage:	20.3
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	2540 kJ (706 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2038 kJ (566 wh)
Link to:	Strava

Grand Loop to Pescadero and Back, March 12, 2012 - Although I had not quite recovered from my unassisted climb up west Alpine Road on Friday, I chose to go riding again the day before a week of rainy weather.

Some preliminary investigation of the battery that failed on my last ride seemed to indicate that the battery had partially depleted at the start. The display showing state of charge is connected to both batteries that are wired in series and shows the state of charge of the most-charged battery, not the average or the minimum of the two, thereby misleading me into thinking I had more capacity at the start than I did.

The question of why one of my batteries had self-discharged is still open, but I suspect that the internal BMS is not going to sleep when the battery is idle and is draining the battery at a low but significant rate, enough to get the two batteries out of balance with respect to each other.

This time I made sure that both batteries had been topped off individually and that I had started with a full charge in both batteries. But, in case my diagnostic skills had overlooked the true cause of Friday's malfunction, I carried a spare 9Ah battery pack with me, an extra 8 pounds of dead-weight that turns out I never needed. If my main system failed, this small battery would be enough to get me home over the hill from the coast, saving me from a "lithium-iron pig" climb.

My route took me through Los Altos Hills, where I saw a jackrabbit running through a nearby field, and up Page Mill Road. I continued across Skyline and climbed a short distance to the high point on Alpine Road. I stopped to put on more clothing and took stock of the weather at the coast. Overcast but no rain in sight.

I pressed down the hill that I had climbed on Friday. At the bottom I continued on Pescadero Road over Haskins Hill and did not stop again until I reached the Archangeli Market and Deli in Pescadero, where I stopped for about 45 minutes for lunch. While I was there the overcast parted letting the warm sun through.

After lunch I headed north on Stage Road, climbing over the two bumps, then climbing a third north of San Gregorio. The air was cool and humid, and the wind from the south. The roads were quiet. I had seen only a few cyclists on the roads so far, and auto traffic was light.

I coasted down to Tunitas Creek, turning right on Tunitas Creek Road, where I continued up the climb to Skyline without pausing at the Bike Hut.

I saw a few more cyclists on the climb up Tunitas Creek Road, more than half of them women cyclists, either alone or in pairs. One was coming down the hill. It was also one of those days that I seemed to encounter cyclists I'd seen before on the road that day.

At Skyline Blvd. I turned left and took the rollers over Kings Mountain before coasting cautiously down to CA92. Winds were gusting, and my last encounter with a rogue wind gust was in recent memory.

At CA92 I kept right and coasted down to Crystal Springs and Canada Road. Again, on Canada Road I rode with some care past the site of last January's blow-over. Once I was through the gusty areas I felt more relaxed.

My route home meandered through Woodside and Portola Valley, taking the back-side of The Loop. As usual, I coasted down Alpine Road from Portola Road to I-280, dropping to a minimum of 23.5 mph north of Ladera before coming to a stop at the stop sign. I then continued home on Junipero Serra Blvd. and Foothill Expressway, playing rabbit to a cyclist who was probably commuting home and found my speed just enough of a challenge to want to hang on.

On Fremont Road in Los Altos and Sunnyvale, within the last five miles of home I had three close-calls with traffic, all of them connected with motorists passing through, merging into, or deviating from lines of stop-and-go traffic. I was arriving home during the commute rush, and my mind was still enjoying quiet open roads at the coast.

GPS track:	GPX
Bike Ridden:	Power Pursuit
Distance:	51.9 miles
Cumulative climbing:	4570 feet
Total Time:	4:33
Riding Time:	3:52:25
Avg. Speed (moving):	13.4 mph
Max. Speed:	46.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	313.72 wh
Wh/mi:	6.0
Battery Amps-Hour Used:	12.89
Max. Current:	65 Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	813 kJ (226 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2159 kJ (600 wh)
Link to:	Strava

La Honda, March 9, 2012 - I got a somewhat late start on what was to be a short to moderate-length ride to La Honda and back. My route took me from home up Evelyn Ave. to Mountain View, then to Los Altos and north on Foothill Expressway and Junipero Serra Blvd. to Sand Hill Road.

I continued over Sand Hill to Portola Road and then climbed Old La Honda. I didn't stop until I got to my favorite view spot with a view of the back side of Windy Hill in one direction and the Pacific Ocean in the other.

After speaking briefly with a couple other cyclists out for an afternoon ride I continued down Old La Honda Road to CA84, then continued down the hill into the redwoods of La Honda. I did not stop in La Honda but passed through town and turned left on Pescadero Road.

Half-way to Alpine Road a schoolbus had stopped with flashing lights. At the same moment a grossly overweight and unruly dog came running into the road, followed by two children who appeared to be attempting to catch it. The dog, evading their grasping hands, would have none of it. Schoolbus, waiting cars, and children all watched the scene play out, the dog darting this way then that way across the road, until the dog could be subdued.

Following this brief diversion I pressed on up Alpine Road. I thought briefly of riding to Pescadero. I did have lights, but I decided against it as my plan had been to keep this ride short so I had some legs left for the weekend. I also thought Friday evening would not be the best night to ride on dark mountain roads.

As I began the climb up the first switchback I encountered a rafter of turkeys, the wild kind. I have always thought wild turkeys had an elegance and grace, their large feathers sturdy and unruffled, their motions smooth and measured, mindful of conserving energy, to take flight only if and when necessary. I tried to take photos, but none of them turned out. I was moving too fast, the turkeys were moving, and the light was poor.

It's a good thing I decided not to go into Pescadero. As I was climbing Alpine Road, just past the entrance to the Alpine Ranch, my motor system died. A short investigation revealed that the battery was not supplying voltage. I suspected the temperamental battery management system (BMS) had shut itself off. It had been acting up for the last several weeks, displaying a spurious error code but still working normally. Well, now it had made good on its threat and shut itself down. What an inconvenient spot!

Past experience has shown that applying a charge through the BMS might reset it. I got off the bike and attempted to run it backwards. No effect. (After I got home I discovered that I had started my ride with only a 30% charge in half of the cells, even though the charge indicator had shown full.)

After muttering a few choice words I manually shifted to my smaller front chainring and proceeded to pedal under human power only up the rest of the climb, another 1400 feet.

The last time I had to pedal my lithium-iron pig up a long hill was on a climb up Fremont Peak back in 2007. Back then I could have turned around at any point and coasted back to the start. This time the mountain lay between me and home.

My pace was slow, but I was able to do it, often using my lowest gear to get up the steepest bits. It's nice to know I can pedal this thing without help, if necessary. But, the effort was more than I had been accustomed to for the last two months. When I got home I could feel every muscle in my legs, buttocks, and back had been worked.

After I got to the top of Alpine Road I continued down Page Mill Road and Moody Road, taking the shortest route home, and the route with the fewest up-grades. I arrived home just as the streets were getting too dark to ride upon without good lights.

GPS track:	GPX
Bike Ridden:	Power Gold Rush
Distance:	91.5 miles
Cumulative climbing:	6150 feet
Total Time:	9:33:49
Riding Time:	6:06:13
Avg. Speed (moving):	14.9 mph
Max. Speed:	48.6 mph
Nominal System Voltage:	24
Battery energy capacity:	900 wh
Battery energy consumed:	833.48 wh
Wh/mi:	9.1
Battery Amps-Hour Used:	33.138
Max. Current:	64 Amps
Min. Voltage:	22.0
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Motor energy to rear wheel:	2220 kJ (617 wh)
Human energy to rear wheel (calculated):	? kJ (? wh)
Human energy to rear wheel (estimated):	2975 kJ (826 wh)
Link to:	Strava

Santa Cruz, March 4, 2012 - I had been awaiting this day with some anticipation as it would be eight weeks and a day since I had broken my leg. The doc had said no biking on the road for eight full weeks (although a trainer was O.K. after four weeks). It also turns out that I had a GroupOn expiring in a few days that I had bought some time ago for Dharma's Restaurant in Capitola, and I wanted to get my money's worth.

So, I planned to meet my sister, Laura, for lunch at Dharma's. Since I hadn't ridden longer than a tedious hour on a stationary trainer in the last eight weeks, I doubted I would have enough stamina for the full coastal loop. So, I decided to take a direct route from Sunnyvale to Santa Cruz, passing through Los Gatos, up Old Santa Cruz Highway, and down Soquel-San Jose Road. My route home would depend on how I felt.

During my time off the bike I had decided to acquaint myself with the capabilities of a modern "smart phone", including its GPS tracking features. In addition to being my re-introduction to road riding after a long layoff, this ride was the first that I tracked with a GPS device, in this case a Motorola Droid3 Android-based computer, that happens to include a built-in telephone.

Most of the ride was tracked properly. But after I paused the program when I stopped to take a phone call at Old Santa Cruz Highway and Summit Roads, I resumed recording, saw no toggle action on the screen and hit the button again. But, the action was delayed and two taps were interpreted, causing the program to resume, then promptly to pause again after I put the Droid3 away in my pack, so I did not discover the error until I got to Santa Cruz.

My route took me from home south on San Tomas Expressway, then Winchester Blvd. into Los Gatos where I caught the Los Gatos Creek Trail. I rode under pedal power only until I got to the steep bits on the Creek Trail.

The Los Gatos Creek Trail was crowded. Many people were out walking dogs, jogging, biking, and enjoying the warm sunny day.

When I got to the top of Lenihan Dam I continued around the east side of Lexington Reservoir on Alma Bridge Road, then took Aldercroft Heights Road and Old Santa Cruz Highway to Summit Road. I rode at a moderate pace, stopping only once near Idylwild Road to photograph the underside of some trees that were growing in a thin layer of soil overhanging a road cut.

At Summit Road I turned left and continued to Soquel-San Jose Road and commenced what is one of the better descents in the Santa Cruz Mountains. It's not particularly steep, nor of particularly great height, but it seems to go on and on. The road is also smooth and well-banked. My terminal velocity was close to the maximum comfortable speed–I only touched the brakes a few times before crossing Hester Creek at the bottom.

I continued into Soquel and Capitola, running into heavy traffic near the quaint town center of Capitola. I continued along the cliffs and rode to Pleasure Point where I met my sister. She walked/jogged, and I rode alongside as we made our way over to Dharma's to enjoy our feast of a lunch.

After feasting, resting, and chatting for a couple of hours, we finally got up and went our separate ways. Although my tummy was still a bit full, I was otherwise feeling great, so I decided to return home by a different route.

I rode through Santa Cruz, then zig-zagged up Emeline, Plymouth, and El Rancho, and La Madrona. Then I cut over on Sims Road to Graham Hill Road. I hadn't ridden on Graham Hill Road in many years, and my memory of it was lots of traffic. Traffic on Graham Hill Road came in platoons of closely-spaced cars, but between platoons I had the lane to myself.

I thought of cutting through Henry Cowell Redwoods on the Pipeline Road, but decided against the extra distance. So, I continued up Graham Hill Road that climbed gradually to a summit before plunging quickly down into Felton.

I turned right on Zayante Road and pressed on up to Summit Road. Traffic on Zayante Road was somewhat heavy until I passed the turn-off for Lompico. Then things quieted down considerably. I saw only two cars going the opposite direction while I was on the intermediate descent near the bottom of Upper Zayante Road.

As I climbed up Zayante Creek from the dark, damp redwoods near the bottom to the live oaks closer to the ridge top, I noticed how quiet the forest had become. I recalled my trip home from Santa Cruz on New Year's Day when I had reached the top near sunset. The sunset was later now than it was then, but the land felt the same, quiet and relaxed, as if repairing from being trodden by human activity. I like riding at this time of day when I have the road to myself.

When I got to Summit Road I turned left, then again at Bear Creek Road. I had time and energy to go past Castle Rock, and this southern part of Skyline Blvd. is one of my favorite roads.

I stopped to photograph the setting sun on the trunks of a stand of madrone trees, and again to catch the sunset over Favre Ridge. Then a third time I stopped a mile above Saratoga Gap to catch the orange glow of sunset fade to the cobalt blue of twilight over Big Basin.

I continued down to Saratoga Gap, then plunged down into darkness toward Saratoga. Fortunately, I have a good light on the front of my bike, so I could take the descent almost as fast as I would during daylight.

Once I got to Saratoga I turned left on Saratoga-Sunnyvale Road and pressed on home without delay, arriving just before 1930.

Course Map:	Strava Map
Bike Zach Rode:	Power Gold Rush
Distance:	100.97 miles
Cumulative climbing:	5220 feet
Total Time:	3:58:00
Riding Time:	3:58:00
Avg. Speed (moving):	25.37 mph
Max. Speed:	41.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1368.9 wh
Battery energy consumed:	1368.9 wh
Wh/mi:	13.6
Battery Amps-Hour Used:	55.838
Max. Current:	70 Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	3647 kJ (1013 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	2192 kJ (609 wh)
Link to:	MegaMonster Website
Link to:	Results
Link to:	Edward Lyen's report on Endless-Sphere
Link to:	Edward Lyen's video (over 3 hours)
Link to:	Will Wagoner's report on Endless-Sphere
Link to:	Mark King's blog entry

Low-Key MegaMonster Enduro, February 11, 2012 - Since I was still recovering from a broken fibula in my left leg, I was unable to ride the event this year. But, five weeks into my recovery my left leg was strong enough to stand and to walk upon, and I felt no pain when pressing the clutch pedal in my van. My doctor had cleared me to ease back into normal activity, although biking was to be done only on the trainer until the end of February. So, I volunteered to drive SAG for the event. I also ended up taking a bunch of photos, too.

Not wanting to waste the opportunity to get one of my bikes out on the road, I asked my friend, Zach Kaplan, if he would be interested in entering the event and riding my Power Gold Rush. I felt comfortable putting my bike in Zach's hands as he has many years of experience riding recumbents in all conditions. He had tried riding my Gold Rush on a few other occasions, but he had complained in the past of having sore glutes after riding my bike—he usually rides a more laid-back recumbent. So, I did not expect him to accept my offer, or if he did, that he would think better of it the day before the event.

To my surprise he accepted and he rode.

During my time off riding I made a few changes to the bike: (1) I replaced the Headline controller with a Lyen Mark II 12FET controller using IRFB3077 FETs for highest efficiency at system voltages under 60 volts, (2) I added ebrake levers so that the motor power would cease when either brake was applied, and (3) I added a proper cruise control that operates much like that in an automobile. I had made all of these changes and tested them on the bench to make sure major problems would be avoided, but Zach still ran into a couple bugs that, fortunately, were not showstoppers.

The first problem was apparent right from the start: the speedometer/odometer did not work. This meant that the cheat-sheet I had printed out for Zach telling him what his energy usage should be at various points along the course, could not be used. As it turns out the controller was sending a speed signal to the speedometer that was conflicting with the pickup I had on the front wheel. This controller-fed speed signal is intended for use with hub motors where some division of the commutation frequency could be used in lieu of a signal sent from a pickup at the wheel. Fortunately, the watt-hour meter still worked, and I had written on the cheat-sheet the total watt-hours for the course that he should target. He would have to ration his energy manually.

The second problem was that my battery could no longer put out the energy that I thought it could. I had estimated 1450 watt-hours, but Zach managed to squeeze 1368 watt-hours before the BMS on the battery cut off power for good. Zach had to pedal the last nine miles under his own power. Fortunately, the course is mostly downhill at that point, although there were a few short rises that could be surmounted only after Zach shifted into a very low gear. If Zach had a little more experience with hybrid-electric bikes he might have recognized the noticeable voltage sag under load of the battery as must have occurred during the last couple hundred watt-hours of discharge and might have altered his game plan slightly (i.e. slow down a little bit) before it was too late, so that the battery could help all the way to the finish.

In spite of these errors, and in spite of the less-than ideal weather, Zach managed to finish in just under four hours, which was his goal at the start. If he had had that extra 80 watt-hours of energy he might have been able to beat my time from last year of 3:45.

Zach spent Friday night at my place so that we could get an early start the next day. We were both up by 0415 and were on the road by 0535, heading south to Paicines, CA under on and off rain showers.

When we arrived in front of the General Store, Kevin Winterfield, Howard Kveck, Lane Parker (and Dixie and Jack), Russell Stevens, Dan Connelly, and a few other volunteers or riders were already there.

Zach unrolled his sleeping bag in the rear of my van and tried to get his beauty sleep while I stood around taking photos, meeting the other hybrid bikers (Edward Lyen and Will Wagoner), velomobilists (Peter Borenstadt and Greg Thomas), and lone recumbent rider, Mark King. I also got good practice retelling the tale of my left leg.

At 0930 Zach got set up on the bike, and by 1000 he was off, the last starter on the course. Shortly afterward I closed up the van and commenced my SAG duties on CA25.

The first MegaMonster cyclist I saw on the road was Zach, but he was already about 6 miles from Paicines, nearly to the end of Airline Highway portion. I paced him for a minute at about 25 mph on the gradual incline. I wondered if he might have been pushing a little too fast, but then I remembered that he's lighter than I am by about 40 lbs.

After taking a few photos I continued on, passing Peter Borenstadt pedaling his Mango Sport up the Bear Valley Grade and other cyclists in Bear Valley itself. The rain came on and off. Never heavy, but enough to make anyone wet who had the good luck to be riding in it all day.

The wet weather made for interesting scenery, especially the clouds that don't photograph well when exposure is set for objects on the ground. The air was clean and the diffuse light made it easy to take photos without harsh shadows.

I tried to photograph every cyclist I passed, once from behind, and once from the side, and occasionally from the front through the right-side mirror. The side photos required that I move completely into the opposite lane, so this could only be done when I had long sight-lines showing empty road ahead.

While the clouds made for good light, the raindrops on the windows were a nuisance. I had to take most of the photos through the window glass.

After San Benito Lateral on the climb up into Dry Lake Valley I saw Greg Thomas on his Carbon Quest. He seemed to be moving right along, and quite a bit ahead of Peter Borenstadt on his Mango, in spite of Peter having started earlier. I know Peter is a strong rider, so he must have been having an off day.

A short time later I encountered Will Wagoner on his Green Cruiser with Bafang rear geared hub motor. Will seemed to be enjoying himself, even though it looked like he could have used a rain slicker or shell.

On the short climb out of Topo Valley into Rabbit Valley I caught up to Team Clark who were tearing up the road at a blistering pace and had nearly caught up to Team Honey Badger who had started a number of minutes earlier.

I stopped briefly at Bitterwater School where Lane was distributing refreshments, and a bunch of riders, most of them riding the 100k course, were resting.

Zach caught up to me here. As my bike rounded the bend above the school I could hear the fairing amplifying the road noise. I looked up. Someone called out, "Bill!". Then someone else said, "He's right there [pointing at me standing by the van]." "Then who's that?", came the reply. There were a few furrowed brows.

Zach slowed down to give his number, but he didn't stop. After a few minutes, I pressed on in the van, riding only slightly faster than most of the cyclists on the road.

As I rounded a bend where the road descends to Lonoak, I saw a cyclist standing in a muddy ditch examining his rear wheel. It was Jim Langley.

Jim was the third rider on Team Honey Badger. His rear wheel had suffered a blowout that almost sent him down. There was no way he could repair the tubular tire on the road, so into the van he and his bike went. His teammates could continue without him.

Further down the highway in Peachtree Valley we stopped again for another cyclist who was standing unhappily by the road holding a wheel. It was Clark Foy, one of the Clarks on Team Clark. Tim Clark had ridden on, but their team effort was over, which was too bad, as they were on track to finish in record time.

Clark's wheel was also a tubular that had flatted. No way to repair, and no replacement available. Into and onto the van he and his bike went.

The three of us continued down to the CA198 turnaround where we stopped for about 10-15 minutes to visit with Kevin Winterfield, who was staffing the turnaround stop, and to see other cyclists come through, including the bulk of Team Sisters and Misters of No Mercy.

As we were about to leave Tim Clark considered the long ride back into a likely headwind and opted to ride in the van, too. There would be no credit either way, having ridden as a team for most of the first half, as solo the second half, he was un-categorizable.

Shortly after we started north again, we encountered a cheerful-looking Will Wagoner, perhaps enjoying the drier conditions at the south end of the course. Shortly afterward we passed Edward Lyen who looked decidedly less cheery, if more determined than Will to finish on his own.

Five miles north of the turnaround we encountered the tandem ridden by Brian Lucido and Janet Wagner stopped by the road. They had almost finished repairing their flat tire, but needed a pump. I offered my floor pump.

Soon they were on the road, but perhaps Tim thought better of bouncing along in a cramped van for the next couple of hours, so he got out. His plan was to "suck the tandem's rear wheel" (ride in their substantial wake) to avoid working as hard to fight the wind.

By the time we arrived back at Bitterwater the rain appeared to have settled in for a long soak. Poor Lane was trying to find shelter under a pine tree, but everything was soaked, the table, the refreshments, even his clipboard and the ink on the pages. Even the dogs had retired into the car.

The drive north from Bitterwater was mostly wet, only drying out as we came back onto Airline Highway, about eight miles from the finish.

Jim was happy to see his Team Honey Badger still going strong on the closing stretch of the course. They would finish in 4:37, a human-only-power course record.

When we arrived at the finish, I got debriefed by Zach about his ride, what went right, and of course, what didn't. We also saw Randall Braun and his partner who had just been passing through the area, noticed a bike event occurring, and stopped to check it out. He was scouting a possible route over Panoche Pass for the Sierra to the Sea Tour for this summer.

After rearranging all the junk in the van, I put away the bike. Then Zach and I went to order some burritos in the store. We sat with Greg Thomas and chatted about how his ride went.

It was some time later that Edward Lyen pulled into the finish area. He looked tired, but he managed to smile. It had been a tough ride for him. The weather made his ride not only less pleasant but dangerous. His rear end was sore, and he told us how he almost crashed a couple of times when his wheels skidded on the slick road. The 20-lb battery pannier cantilevered off the rear didn't help matters. (I think Edward's bike is too small for him.) Then his GoPro mount broke. Yet, he finished on his own. He deserves credit for hanging in and finishing in decent form and for keeping the rubber side down, if not always connected with the road.

The three of us (I, Zach, and Edward) went back into the store where Edward bought a late lunch and we talked about how his ride went and about what's new in the world of ebikes.

Bike Ridden:	Power Pursuit
Distance:	48 miles
Cumulative climbing:	1550 feet
Total Time:	9:35:00
Riding Time:	6:42:06
Avg. Speed (moving):	17.5 mph
Max. Speed:	47.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1460 wh
Battery energy consumed:	1173.4 wh
Wh/mi:	9.9
Battery Amps-Hour Used:	47.1
Max. Current:	83 Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	3041 kJ (845 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	2192 kJ (609 wh)

Aborted Ride to San Francisco, January 7, 2012 - I left home at the late hour of 1000 to ride to San Francisco to pick up some electric bike parts from Edward Lyen.

I rode without using the motor the first 16 miles or so until I got to the first uphill on Woodside Road heading into Woodside, and even then used the motor only enough to keep pace with other cyclists out riding. I was thinking of returning home by a longer route around the periphery of the city, perhaps even through Pacifica, arriving home after dark, and I wanted to make sure I had plenty of juice left in the battery for the second half of the ride.

I turned right on Canada Road and continued north to CA92, but I never made it that far. As I was starting to climb the last rise before arriving at CA92 I was pushed from 10 o'clock by a strong gust of wind. I compensated, then straightened, as I had done hundreds of times before when riding a faired bike in the wind. The gust abated for a split second then came a second gust with my name on it, stronger and longer duration than the first that like an invisible hand pushed me off the road into a dirt and gravel shoulder. I didn't have enough traction in the gravel and dirt to maintain the compensating lean, so down I went.

Damage to the bike was minimal: a few more wrinkles in the left side panel that had been damaged several years ago when I slid out on a slick Kings Mountain Road. The fairing kept my skin intact, but I fell on my left leg. I had thought to put down my left foot to help keep me upright, but I had misjudged my speed and traction. I was moving too fast and leaning too far. Leg suck, it is often called. Next time keep feet in pedals!

After the crash I called Edward to cancel our meeting. I then returned home under motor power only, something I don't do often. Even while wearing all of my clothes (except on the hottest of days) I get chilled sitting idly on the bike while riding it this way. My left leg could still move and bear some weight, but the fairing mount on the left side had broken, causing interference between my left foot and the mount. I decided it would be better to rest my left leg in any case until I could properly assess the damage.

My ride home was not the most cheerful affair--I wasn't in a good mood, but I kept running into people I knew. Everyone seemed to be out biking, but I did my best not to be crabby with anyone.

Thanks to the fairing I neither lost skin nor drew blood. But, the unseen damage was more severe. I could tell that I had pulled a bunch of tendons in my lower left leg and that I'd be sore for a few days at least. What I didn't discover for another 24 hours was that I had fractured my fibula near its head where two tendons attach, pulling away two small chunks of bone, cracked the head of the fibula, and sprained my lateral collateral ligament. The good news is that I probably won't need surgery or a cast, and I can still put weight on the leg as long as I'm careful not to twist or bend it under load. The bad news is that I'll be off my bike and for the most part, my feet for the next six to eight weeks.

Bike Ridden:	Power Pursuit
Distance:	117.7 miles
Cumulative climbing:	6490 feet
Total Time:	9:35:00
Riding Time:	6:42:06
Avg. Speed (moving):	17.5 mph
Max. Speed:	47.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1460 wh
Battery energy consumed:	1173.4 wh
Wh/mi:	9.9
Battery Amps-Hour Used:	47.1
Max. Current:	83 Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	3041 kJ (845 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	2192 kJ (609 wh)

Santa Cruz Loop, January 1, 2012 - I left home at the comfortable hour of 0935 on a long New Year's Day tour that I planned to ride to Santa Cruz and back via the coast.

My route took me up Foothill Expressway and Junipero Serra Road to Sand Hill Road. In spite of the unseasonably warm, sunny weather I saw few other cyclists on the road. In fact, the roads were rather empty.

I rode up over Sand Hill and then continued on Portola Road, turning right on Old La Honda Road. On my way up Old La Honda Road I ran into the first cyclists going my direction. I continued past Skyline Blvd. and stopped as I usually do at the sunny viewspot about 3/4-mile west of Skyline Blvd. to take a quick break.

When I started again I continued down to CA84, then down into La Honda, turning left on Pescadero Road. I took Pescadero Road to Butano Cutoff Road and Cloverdale Road, then south to Gazos Creek Road and west to CA1. At this point I went south on CA1 without pause, passing several groups of cyclists and encountering increasing traffic. I stopped only after I got to Santa Cruz when I tried to answer my ringing phone.

Shortly before 1400 I arrived at Laura and Michael's place, but no one was home. Laura had left Kumba in the house with the front window cracked open but hadn't left any of the doors open. Kumba wanted to give me his usual greeting but he couldn't get out, and I couldn't get in. This didn't please him. He made such a fuss, barking, howling, and whining all at once, that the neighbors came over to check on him.

After spending a couple of hours resting and relaxing, I finally began my trip home. I intentionally left late so that I would have the opportunity to test my new Cycle Lumenator headlight on dark roads.

My route home took me back through the east side of Santa Cruz, then up Branciforte Road to Granite Creek Road and into Scotts Valley. I continued up Glenwood Road, where I saw the sun set and then on up Mountain Charlie Road where darkness finally closed in. It felt like a cool summer evening.

The Cycle Lumenator has three brightness settings adjusted by a remote switch that I mounted on my handlebar a few feet from the lamp itself. The lowest setting draws about 100 milliwatts and is so dim as to be useful only as a "to be seen" light or possibly as a work light when stopped. The middle setting, 2 watts, works well as a low beam when climbing slowly or as a daytime running light. The high setting draws 10 watts and is just bright enough that I feel comfortable riding at normal daytime speed on all but the most winding roads. The beam pattern is nicely broad for winding roads--I seldom felt the need for an aim-able head-mounted lamp--but gets a bit washed out by automobile headlights in the city.

Because this light is designed to run off of an e-bike battery, battery capacity is not an issue. Even at 10 watts, running the light all night would draw only 1/10 my typical capacity. My thoughts of an ideal light would have a "low" setting equivalent to the "2 watt" setting of the Cycle Lumenator, a "lowbeam" setting of a bright 10-15 watts with a sharply-defined lowbeam cut-off at the top of the left side of the beam so as not to blind on-coming road users, and a "highbeam" setting of maybe 20-30 watts that gives a similarly wide beam pattern of the Cycle Lumenator but with less light thrown up and slightly more light thrown overall. Such a light would probably require two lamps, one of them dedicated to the "lowbeam" function with the sharp cutoff.

At first I was a little disappointed in the Cycle Lumenator, But, after stopping a few times on Mountain Charlie Road to aim the light properly, I found it adequate to the task of illuminating the rough, winding mountain road without slowing me down too much.

After crossing Summit Road and CA17 I continued down Mountain Charlie Road and Old Santa Cruz Highway. My descending speed was only slightly slower and more cautious--usually in the corners--than during daylight.

Instead of pressing down Old Santa Cruz Highway to the Bear Creek Road overcrossing at CA17 I turned right on Aldercroft Heights Road and took the long way around the east side of Lexington Reservoir. The road was quiet. I saw only one automobile and one cyclist. Riding quiet country roads at night is a peaceful experience, an experience that puts one closer to nature.

At the Los Gatos Creek Trail I turned right and headed down the face of the dam and continued on the dirt and gravel trail as far as Forbes Mill. I saw no other trail users the entire way. After crossing a couple of bridges I exited the trail at Miles Avenue and then took University Avenue and CA9 to Quito Road and Lawrence Expressway on my way home.

2011

Bike Ridden:	Power Pursuit
Distance:	109.0 miles
Cumulative climbing:	3800 feet
Total Time:	6:37:05
Riding Time:	5:18:41
Avg. Speed (moving):	20.5 mph
Max. Speed:	48.8 mph
Nominal System Voltage:	24
Battery energy capacity:	1460 wh
Battery energy consumed:	986.5 wh
Wh/mi:	9.0
Battery Amps-Hour Used:	39.3
Max. Current:	61 Amps
Min. Voltage:	22.3
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	3341 kJ (928 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	2192 kJ (609 wh)

Winter Solstice Century, December 17, 2011 - Estimates of the temperature at Christmas Hill Park at 0700 varied from 28 to 32 F. Some of us enjoyed snacks provided by David and Deborah Hoag, while others caught up with friends and acquaintances. We all tried to stay warm under a clear sky. The sun had still not risen on the park. At 0730 David climbed into the cab of his pickup truck and delivered a pre-ride announcement. At its conclusion the first of the Century riders departed the parking lot.

Only four riders had started 2.5 hours earlier at Ken Holloway's house in San Jose to do the Double, 200 miles on one of the shortest days of the year. As I had heard that Tim Woudenberg and Jim Kern were two of the Double riders, I lingered at the start for them to arrive. It might be my only chance to see them on the course, and if I left with the bulk of the Century riders I'd soon find myself ahead of everyone riding alone. I was not planning to carry 50 lbs of battery without converting some of that stored energy into forward motion.

I started with Tim, Jim, Tom Mac, and John Pugliese (the Double riders), and Jon Degenhardt. As I was trying to stay warm I rode initially under pedal power only. I managed a pace of 17-19 mph, and this was enough for me to gradually warm up, yet not too slow for the others. We stopped somewhere near Bloomfield and Frazier Lake Roads to water the weeds and to peel clothing. Tom and Jon continued on.

I waited at the north end of Frazier Lake Road for the others, but I did not see them for several minutes, and I was getting chilly now that I had peeled some clothing off, so I decided to press on sans moteur. I figured they'd catch up to me eventually.

Just as I reached the stopsign at the south end of Frazier Lake Road at Shore Road, Tim, Jim, and John caught up to me. After we turned onto Shore Road to head east, Tim barked, "Let's liven it up!"

I started with a pace of 23-25 mph, but that proved to be a little too fast for the others, so I pulled it down to 21-22 mph, and that was just right. I could only tell the pace was too fast when the others fell off my tail, so there was a bit of trial and error required.

After we turned left on Santa Ana Valley Road we stopped to peel more clothing. While the air was still cool, the sun was warm, and the day promised to be a good day for cycling.

We proceeded up into Santa Ana Valley, then turned right on the unmarked Quien Sabe Road and climbed over some low hills to Tres Pinos and CA25. At CA25 we turned left and started the long ride to the lunch stop at a siding near Pinnacles National Monument.

I started to get ahead of Jim and Tim at this point, and it was clear that we wanted to ride at different speeds. At Paicines I saw Tim stop at the store, so I pressed on, setting the cruise control for a speed of 23-25 mph on the straight part of Airline Highway (CA25).

As I passed other cyclists I practiced pointing the camera backward and shooting. I have discovered that my bike serves as a good photographer's prop to get people to smile as I ride by. Not everyone was amused, but I think it helped more often than not.

I rode without stopping for the next 20 miles, arriving at the lunch stop at 1115. The spread was welcome and unexpected. I expected a few snacks and water but not sandwiches.

I lingered at the lunch stop until most everyone had started back. The air was warm here, and I felt like lying down for a nap. But I knew I still had 3 hours of riding to get back to Gilroy, and the air would not stay warm for long.

As in years past the return route had us riding north on CA25 only as far as Old Airline Road. Here we would turn left and begin a northward journey along the tortured San Andreas Rift Zone on Cienega Road. At first I saw no other cyclists and wondered if the route had changed. But, then I saw a SAG truck go by, and shortly afterward encountered a number of cyclists on this section. Most of them were stopped in front of DeRose Vineyards. I pressed on over the hill past the motorcycle park and then rode over the last hill into Hollister.

At Union Road I turned left. At several points piles of gravel had collected on the shoulder of the road. This gravel was deeper than it looked. The first patch I rode through had my rear end fish-tail slightly. After that I avoided these patches.

At CA156 I turned right. This part wasn't much fun. The highway had been resurfaced, but the resurfacing had excluded the shoulder. Was this due to limited highway funds? Not only was there a lip that needed to be avoided, there was also a rumble strip. The shoulder on the old asphalt to the right of the lip was not always clean. What's worse is that I had to mount this lip several times, the first time to take the left lane to stay on CA156, and again to prepare to turn left on CA25.

CA25 had been worked on recently, and the asphalt was smooth and clean. Perhaps drivers are too busy minding their driving to throw glass out the window onto the shoulder, or maybe they haven't had the chance to trash it yet. The shoulder was smooth, clean, and capacious, and except for the rumble strip, it was a pleasure to ride on.

The official route had us turning right on Shore Road, but as I was enjoying CA25 I continued on to Bolsa Road. I opted to risk running afoul of the oblique railroad crossing rather than to deal with fast motor traffic on a shoulder-less Shore Road and Frazier Lake Road. I didn't need the extra miles of the official route.

At Bolsa Road I turned right and returned to Gilroy, arriving at Christmas Hill Park at 1445. Another wonderful late-season ride was completed.

Bike Ridden:	Power Gold Rush
Distance:	49.3 miles
Cumulative climbing:	3500 feet
Total Time:	7:20:00
Riding Time:	4:13:19
Avg. Speed (moving):	11.66 mph
Max. Speed:	38.0 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	638.3 wh
Wh/mi:	12.1
Battery Amps-Hour Used:	25.14
Max. Current:	87.4 Amps
Min. Voltage:	20
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	2162 kJ (601 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	2192 kJ (609 wh)

Black Mountain, December 14, 2011 - I rode with the Western Wheelers' Hills 'R' Us group. We started by riding a tour through Los Altos Hills, including a short out-and-back climb I had never before done, Olive Tree Lane. We then proceeded to climb Montebello Road.

After we regrouped at the summit I split off from the group and rode the Waterwheel Creek Trail and continued up Montebello Road over the summit of Black Mountain before descending Page Mill Road and returning home.

Bike Ridden:	Power Pursuit
Distance:	88.3 miles
Cumulative climbing:	6060 feet
Total Time:	7:14:35
Riding Time:	5:26:55
Avg. Speed (moving):	16.2 mph
Max. Speed:	45.5 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	744.2 wh
Wh/mi:	8.4
Battery Amps-Hour Used:	29.6
Max. Current:	76.4 Amps
Min. Voltage:	22.0
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	2521 kJ (700 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	2192 kJ (609 wh)

Half Moon Bay, December 10, 2011 - Today I got up early to join the Western Wheelers ride to Half Moon Bay. I had a hard time leaving the warmth of the house, so I ended up wearing two sets of longs, two long uppers, windbreaker, long gloves, and cap. On the ride to the start at Gunn High School I ended up taking most of this off after I warmed up. Fortunately, I had plenty of space in my tailbox to carry the extra clothes.

Our route took us up Arastradero Road into Portola Valley. As I was still in my warm-up phase I avoided using the motor, so pedaling 90+ lbs of bike up some of the inclines put me behind the group over most of this initial section.

When I turned onto Old La Honda Road, I set the cruise control on a moderate setting and ended up catching most of the group on the way up. I didn't wait at the top but continued on to the viewpoint next to the faces in the rock, where I knew I could feel the warmth of the sun.

Soon the group came down the west side of Old La Honda Road. I followed after everyone had passed, stopping briefly to check on Dave Coale, who had stopped to fix a flat tire. When I got to CA84, most of the group had pressed on, and those who had waited started down into La Honda with me.

Gravity took over on the first couple miles of the descent, pulling me ahead of the others. A sudden onset of "ice cream headache" from the cold air in the redwood canyons had me continuing through La Honda without stopping or slowing. I eventually saw a large group of cyclists ahead on the road, but it took me a while to catch up.

After I caught the main group I offered them the sharp end of my tailbox and what little draft I produced. We continued at a good clip to the store in San Gregorio, where we took a short snack break.

After San Gregorio we climbed Stage Road to the north then descended CA1 to Tunitas Creek and continued into Half Moon Bay, stopping at La-Di-Da for a "coffee" break that extended to a lunch break.

After lunch we took Higgins-Purisima Road over the ridge to Purisima Creek Road, then Verde Road and Lobitos Creek Road. On this section I found myself running in front of the group, although I tried not to get too far ahead, to stay just within sight.

We then climbed Tunitas Creek Road to Skyline, descended Kings Mountain Road into Woodside, and stopped at Robert's Market for water and a regroup where I entertained questions about my bike from passers-by.

Our route then took us on Woodside Road to Whiskey Hill Road, Sand Hill Road, Junipero Serra Blvd. and Foothill Expressway. Along this section members of the group started to peel off toward home.

At Foothill and Magdalena I encountered some guy on a noisy smoke-belcher motor-assist bike. I had passed him earlier when he pulled off to the side due to what appeared to be a mechanical problem. How fast could it go? I was curious to see.

When the light turned green I went into Full Rabbit Mode, full-throttle, top gear, and as much pedal as I could muster. I knew he would not be able to resist the "challenge", and it would give me some idea of the bike's capability.

The obnoxious little smoke-belcher actually had pep, considering it was neither faired nor was its rider pedaling. I was managing about 32mph, and he was receding slowly in my rearview mirror. If I had not been pedaling we probably would have been matched for speed.

At Fremont Road, I exited and headed for home. I could hear the loud rat-tat-tat passing under the overpass.

Salinas, December 6, 2011 - Ron Bobb and I rode over to Salinas and explored some of the farm roads.

Bike Ridden:	Power Pursuit
Distance:	82.2 miles
Cumulative climbing:	6090 feet
Total Time:	5:42:41
Riding Time:	5:06:08
Avg. Speed (moving):	16.1 mph
Max. Speed:	42.9 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	819.8 wh
Wh/mi:	10.0
Battery Amps-Hour Used:	32.68
Max. Current:	65.5 Amps
Min. Voltage:	22.4
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	2777 kJ (771 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	1598 kJ (444 wh)

San Gregorio and Pescadero, December 3, 2011 - I left home shortly after 1000 on a day that promised to be a great day for a bike ride to the coast: clear, breezy, and neither warm nor cool.

I rode south on Sunnyvale Avenue, then on Sunnyvale-Saratoga Road to Fremont Road that I took to Foothill Expressway. I got to Page Mill Road through Los Altos Hills on Burke, Robleda, Elena, Taafe, and Altamont Roads. I then took Page Mill Road up to Skyline and continued down Alpine Road into La Honda.

Wind from the last couple of days had blown much debris onto the road, especially in areas under trees. I descended carefully to avoid debris and the possibility of a stick getting stuck in my spokes.

It was warm on the sunny parts of the climb up Page Mill Road, but the shady parts were cool, and before I began the descent down Alpine Road I stopped to put my long sleeves back on. I was comfortable for the rest of the day in long sleeves. It wasn't too warm today.

My route took me west on CA84 to San Gregorio. I turned left on Stage Road, stopping near the top of the first climb to enjoy the view of the Pacific Ocean that appeared remarkably blue under the clear sky. The radome, bluff, and breakers at Pillar Point could clearly be seen in the distance. On most days a thick layer of fog hangs at the coast.

As I wasn't hungry I continued through Pescadero without stopping and found myself leap-frogging a group from the Stanford Cycling Team who had ridden out to Pescadero for the day and were on their way home.

We were going at roughly the same pace, but they went faster on the flat stuff, and I faster on the uphills, mainly because I used the motor more on the uphills. As it looked like they were practicing riding in a double echelon I followed them from a discreet distance until we started up Haskins Hill. They were planning to ride back up Alpine Road, and I was planning to take CA84 and Old La Honda, so after Haskins Hill I did not see them again.

My trip home up CA84 and Old La Honda went mostly without incident. On the way down Old La Honda (east side) I was passed by a cyclist who I thought was taking the blind corners imprudently fast, considering the opposing traffic. I followed this cyclist from a safe distance (slowing on the corners, and catching up on the straightaways) and almost witnessed a head-on collision with an old pickup just downhill from Summit Lane, whose driver abruptly put his right wheels into the ditch when this cyclist passed. The cab of the pickup truck must have witnessed an outburst of a few choice words.

At the bottom of Old La Honda Road I turned left and took Sand Hill Road, Junipero Serra, and Foothill Expressway, following the same route home that I had ridden out in the morning, stopping briefly for groceries at Trader Joe's.

	Bill	Zach
Bike Ridden:	Power Pursuit F2	Power Gold Rush
Distance (miles):	98.7	98.7
Cumulative climbing (feet):	6840	6840
Total Time:	7:00:05	7:00:05
Total weight:	135 kg	112 kg
Riding Time:	5:48:00	5:49:41
Avg. Speed (moving):	17.0 mph	16.8 mph
Max. Speed:	49.9 mph	45.7 mph
Nominal System Voltage:	24	24
Battery energy capacity:	1000 wh	1000 wh
Battery energy consumed:	933.1 wh	888.4 wh
Wh/mi:	9.4	9.0
Battery Amps-Hour Used:	37.345	35.446
Max. Current:	66.05 Amps	94.24 Amps
Min. Voltage:	22.0	19.0
Max. power to rear wheel (PowerTap):	? watts	? watts
Avg. power to rear wheel (PowerTap):	? watts	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)	? kJ (? wh)
Motor energy to rear wheel (estimated):	3161 kJ (878 wh)	3009 kJ (836 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	? kJ (? wh)	? kJ (? wh)

Zach Rides to Pescadero, November 27, 2011 - Zach Kaplan found the time to come down from Berkeley/Alameda for a visit and a ride on the latest version of my Power Gold Rush. We rode a Grand Loop to the Coast and back. Weather was sunny and mild at the coast and on the ridges, cold and damp in the redwood canyons, and foggy and cold in the bay area.

We started out in a cold tule fog, riding west on Evelyn Ave., then zig-zagged through Mountain View, picking up Foothill Expressway at El Monte Road. We continued north on Foothill Expressway then Junipero Serra Blvd. and Santa Cruz Ave. until we turned left on Sand Hill Road.

Zach ran into one of his customers on Portola Road near the base of Old La Honda Road. We climbed Old La Honda Road and descended west Old La Honda Road, stopping for a few minutes at the sunny spot with a view to the west next to the faces carved into the sandstone.

We coasted down into La Honda, then climbed over Haskins Hill and descended into Pescadero. Traffic was unusually light for a Sunday.

We stopped for about 35 minutes in Pescadero for a lunch/snack at Archangeli's Market before pressing up Stage Road, past the San Gregorio General Store, and joining CA1 at the top of a fast descent to Tunitas Creek.

We turned right and passed the free-range rooster at the Bar None Ranch before stopping for a minute at The Bike Hut. We then continued into the redwoods up Tunitas Creek Road

Zach jumped ahead on the steep part. He's 40 lbs lighter than I am, so he could afford to climb faster without using more energy. In fact, I think he still used less energy than I did at my slower speed.

When we got to Skyline Blvd. we turned left and rode over Kings Mountain before enjoying the long and fast descent to CA92, and slowing only briefly to merge with eastbound traffic, we continued straight down the hill to Crystal Springs Reservoir.

We then shot down Canada Road, continued on Mountain Home Road, took Portola Road through Portola Valley, and descended Alpine Road to I-280 without adding any power (pedal or motor). My minimum speed on this section was 24.5mph just north of Ladera, and Zach's was about 17mph. Weight does have its advantages sometimes.

Once we got to Junipero Serra Blvd. we returned to my house the same way we had left, arriving home at 1650, just as darkness was closing in.

Unfortunately, Zach hasn't been riding his Gold Rush recently, so his muscles and body aren't adapted to the relatively upright riding position. While he can get the proper leg extension and visibility over the fairing on my bike, he did suffer recumbent butt and sore lower back muscles. Maybe I can entice him to try some of the Low-Key Hill Climbs next year, which would each be shorter but more intense efforts than our long ride today.

LKHC: Mount Hamilton, November 24, 2011 - The last of the 2011 Low-Key Hill Climbs was a climb from San Jose up Mt. Hamilton. I took a few candid group photos at the meeting area at Alum Rock Road and Mount Hamilton Road, but most of the photos were taken from the final curve on the access road to Lick Observatory.

While it wasn't raining, the blowing mist was almost as wet and certainly as cold. The camera lens got covered in condensation a few times. I managed to get photos of most of the finishers, but I quit early due to numb fingers unable to operate my camera and one rider needing a ride down the mountain after crashing and injuring himself on the way up.

Bike Ridden:	Power Gold Rush
Distance:	96.2 miles
Cumulative climbing:	7010 feet
Total Time:	8:12:51
Riding Time:	5:45:43
Avg. Speed (moving):	16.7 mph
Max. Speed:	44.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1460 wh
Battery energy consumed:	1127.2 wh
Wh/mi:	11.6
Battery Amps-Hour Used:	45.93
Max. Current:	88.3 Amps
Min. Voltage:	15.0
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	3818 kJ (1061 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	? kJ (? wh)

LKHC: Kings Mountain Road, November 19, 2011 - These are photos taken at the Low-Key Hill Climb event on Kings Mountain Road and on the ride I did afterward down the coast (into a steady south wind) and back over Pescadero Road and Alpine Road

After the hill climb I rode down Tunitas Creek Road, passing a number of cyclists riding uphill, including a few large groups.

When I got to CA1 I headed south. I had brought extra battery capacity with me, and I didn't want to haul around the extra weight for nothing! My plan was to ride as far as I felt like riding. At a minimum I would turn inland at San Gregorio and head home, but when I got there I decided to press on. Weather coast-side was comfortable, although a gentle but steady south wind slowed my progress some. I thought briefly of riding to Santa Cruz and then back home through Los Gatos, but after working out the timing, I figured I'd get home around 6p if I did that, and I didn't have a light on my bike.

I ended up riding south past Pigeon Point to Gazos Creek Road. I rode up Gazos Creek Road to Cloverdale Road, then north to Butano Cutoff Road and Pescadero Road. I encountered little traffic the entire way.

I admired the changing color of the big leaf maples along Pescadero Creek and Alpine Creek, and on the climb up Alpine Road I stopped at the panoramic viewpoint to enjoy the scenery. I could see the solid stratus clouds approaching from the northwest, and before I reached the top of Alpine Road the blue sky had been replaced by a brooding cloud layer.

On the descent down Page Mill Road I took Moody Road and arrived home at 1610.

Bike Ridden:	Power Gold Rush
Distance:	55 miles
Cumulative climbing:	4000 feet
Total Time:	?
Riding Time:	?
Avg. Speed (moving):	? mph
Max. Speed:	? mph
Nominal System Voltage:	?
Battery energy capacity:	? wh
Battery energy consumed:	? wh
Wh/mi:	?
Battery Amps-Hour Used:	?
Max. Current:	? Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	? kJ (? wh)
Total energy from human (estimated):	? kJ (? wh)
Total energy from human (Polar HRM estimate):	1729 kJ (480 wh)

LKHC: Highway 9, November 12, 2011 - The photos in this album are mostly individual shots of riders arriving at the finish line with a few crowd panoramas thrown in. After the event was over Dan Connelly and I rode north on Skyline Blvd. and descended Page Mill Road.

Bike Ridden:	Power Gold Rush
Distance:	54 miles
Cumulative climbing:	3300 feet
Total Time:	?
Riding Time:	?
Avg. Speed (moving):	? mph
Max. Speed:	? mph
Nominal System Voltage:	?
Battery energy capacity:	? wh
Battery energy consumed:	? wh
Wh/mi:	?
Battery Amps-Hour Used:	?
Max. Current:	? Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	? kJ (? wh)
Total energy from human (estimated):	? kJ (? wh)
Total energy from human (Polar HRM estimate):	1729 kJ (480 wh)

Wooden Valley, November 5, 2011 - I started at Pleasants Valley Road and Foothill Road just west of Vacaville, CA and headed south on Pleasants Valley Road. My route took me through the northwestern suburbs of Fairfield, past Manka's Corner, and then up Gordon Valley Road, past several vineyards before descending Gordon Valley Cross Road along Suisun Creek to Wooden Valley Road. I rode quickly, cruising between 23 and 28 mph, so that I could finish before the heavy rain started.

Wooden Valley Road looked as if it had been resurfaced recently. I hadn't been on as nice an asphalt surface since, well, the improbably new and wide upper section of Gates Canyon Road earlier in the day.

As I started up Wooden Valley Road the sides of the valley closed in and formed a narrow slot canyon. Traffic was light, so I was able to enjoy the smooth road without hugging the shoulder alongside the guardrail.

I passed into an oak and maple forest. The maples were turning. It was along this section of the route that I felt the first sprinkles followed by on and off light rain. As the surrounding mountains were still clearly visible I knew that it would be sprinkles for a while yet.

Wooden Valley School went by on my right. I remember stopping here at a rest stop on the Foxy Fall Century in 1997.

When I got to CA121 I turned right, toward Lake Berryessa. I could not recall how far I had to go, nor how much climbing I would have to do, before I got to CA128. But, the climbing seemed to go on longer than I thought it ought.

Before long the road descended for a while, then climbed again. Just as I was to begin my final descent to CA128, I saw Janet Martinez and Friends riding the other way on what was approximately the same route. Bill Preucel had told me earlier that he would be riding this loop counter-clockwise with Janet and others. I did not join them as I had also planned to ride up Mt. Vaca and down Gates Canyon Road and after all that sight-seeing I would be too far behind them to catch up, even riding at maximum speed. They were riding fast.

Just after I passed Janet's group I found myself on CA128 heading east toward Winters. CA128 started with an imperceptible climb along the upper reach of Moss Creek to a low pass at 927 feet before beginning a gradual descent along Wragg Creek that leads eventually to Lake Berryessa. Shortly after the transition from Moss to Wragg Creek watersheds I stopped pedaling and coasted down the gradual decline.

At about the same time I felt something stinging my forearm. I thought that maybe it was a burr caught in my sleeve, but the sting smarted too much. I didn't want to stop and lose momentum and check, but eventually the thought of something crawling around under my clothing with the potential to inflict painful bites brought me to a stop near the bottom of the descent.

I shook out my clothes and found nothing, but when I examined my arm I saw two small red marks close together. Spider bite! I shook my clothes out again, this time more vigorously. Nothing fell out. It was starting to rain. I took a photo of the damage, put my clothes on, and continued.

Later, after I examined the red mark on my arm I concluded that whatever it was hadn't injected poison—there was no swelling or redness surrounding the bite. But, bite it must have been. Two small chunks of skin had been ripped from my arm. There was no bleeding. The bites hadn't been deep enough. "Horsefly!", I thought, and a hungry one at that. But, I hadn't seen any horseflies that day. So, what could it have been? And why two bites close together?

I pressed on up the climb of "Cardiac Hill" or its back side. The precipitation was starting to "connect the dots" on the road. I passed a few slicker-clad cyclists on the road as I climbed up the grade. On the descent through Markley Canyon I kept my speed under 30 mph since newly-wet roads are especially slick.

I stopped at Monticello Dam and took a few photos. On other occasions that I had been past this point it seemed that I had been on some ride or another where sight-seeing off the bike was not encouraged by the structure of the event. Either I was being timed or I was riding with others who didn't want to stop. The narrow canyon, Hell's Gate, must have seemed like an unusually sharp defile separating Rocky Ridge to the north from Blue Ridge to the south before the dam was built.

I continued east on CA128 down to Putah Creek that flowed from Monticello Dam, passed a few campgrounds, and at Pleasants Valley Road I turned right and cruised quickly back to my van at Foothill Road. Lying in the rainshadow of Mt. Vaca, the rain had not started there yet, but by evening it would be coming down hard.

Bike Ridden:	Power Gold Rush
Distance:	20 miles
Cumulative climbing:	2720 feet
Total Time:	?
Riding Time:	?
Avg. Speed (moving):	? mph
Max. Speed:	? mph
Nominal System Voltage:	?
Battery energy capacity:	? wh
Battery energy consumed:	? wh
Wh/mi:	?
Battery Amps-Hour Used:	?
Max. Current:	? Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	? kJ (? wh)
Total energy from human (estimated):	? kJ (? wh)
Total energy from human (Polar HRM estimate):	1729 kJ (480 wh)

LKHC: Mix Canyon Road (and Blue Ridge Road and Gates Canyon Road), November 5, 2011 - After an early wake-up and 100-minute drive from home to Vacaville, I arrived at Pleasants Valley Road and Foothill Road on the outskirts of town to register for the Low-Key Hill Climb up Mix Canyon Road.

As a warm-up I rode north on Pleasants Valley Road a ways, then retraced my route and arrived at the bottom of Mix Canyon Road with just enough time to shed extra layers before Barry Burr, the climb coordinator, had us all lining up behind a make-shift start line drawn across the road—I hope it was chalk—for a brief speech, at the conclusion of which it was decided after some grumbling that I should start one second ahead of the group to reduce the likelihood of interfering with the other riders.

Soon Howard Kveck sounded his car horn, and we were off to the races. I'm happy to report that I caused no interference. For the first 1/2-mile I managed to stay not too far behind Howard's car, though not close enough to benefit from any draft. I was hoping he saw me and would drive a little faster so that I wouldn't catch him. But, when the road pitched up more steeply I saw Howard for the the last time until I reached the top.

The climb is still a bit of a blur for me. I only managed to take one unremarkable photo about halfway up. The lower part of Mix Canyon Road starts with short, steep climbs, followed by more gradual sections alongside Ulatis Creek and an occasional short descent. But a little past the half-way point the road begins a relentless climb with grades in excess of 12%. One-half mile before the top lies an unbroken 1/4-mile climb of 20%. I was pleased that I did not require a gear lower than a 44/30, although if I had no assistance I would gladly have accepted as low a gear as would fit on my bike.

This being the only Low-Key Hill Climb I had never previously ridden, I had neither an image in my mind of the road nor a feel for its difficulty. On the second brief downhill from the start I surrendered a couple of seconds by holding an outside line through the semi-blind curve rather than take the shortest path, and on the steep part closer to the top I did not push as hard as I had on Sierra Road as I was not quite sure how far I was from the finish.

After lingering at the top to photograph most of the finishers just before they crossed the line, I proceeded southward on Blue Ridge Road over the summit of Mt. Vaca (2819ft), that in spite of an unwelcoming sign at the top of Mix Canyon Road, is, according to SummitPost, open to public use by prescriptive easement.

Blue Ridge Road is paved for the first 100 yards, but after rounding a corner it becomes a well-graded dirt road covered with ballast rock most of the way. This ballast rock is good for drainage, but makes riding a bike difficult, especially uphill. A couple of times the rock was so deep that I fishtailed. Having the option of using motor power helped on the steep uphill sections as I could keep the wheel driven with constant torque rather than uneven pedal force.

After a short intermediate descent and climb the road traversed just below the summit of Mt. Vaca. I continued past the summit and took the short road leading up the south side of the summit. When I got to the top I found the fence surrounding the main tower unlocked, so I went in and examined the substantial tower on the summit.

After examining the tower I continued down Blue Ridge Road. The views were better from places along the road as the view from the summit itself was blocked by chapparal, fences, and buildings.

The incoming storm front pushed a moderately high layer of stratus and lenticular clouds over the area, yet the wind was not strong along the ridge. Occasionally the sun would peek through the clouds and provide some welcome warmth.

Views from the ridge include the southern end of Sacramento Valley, Mt. Diablo and Suisun Bay, nearby Twin Sisters, Mt. Tamalpais, and even Sutro Tower and the Golden Gate Bridge between the Twin Sisters were barely visible in the distance. To the west Lake Curry could be seen below, and Wooden Valley, where I would ride later in the day, could be seen further west. To the north some of the higher peaks of the coastal range north of San Francisco Bay could be seen: Geyser Peak, Mount Saint Helena, and Cobb Mountain. Unfortunately, the air was too hazy to see the Sierras.

I was glad to be riding down and not up Blue Ridge Road. The road descends steeply in places and is paved where it is steepest. No doubt this was done because a dirt road would have been impassable in wet weather (and impassable in dry weather with a two-wheel drive vehicle).

Before long I found myself at the top of Gates Canyon Road. The change in road surface was remarkable: rough ballast rock to new, smooth asphalt. It looked like someone had built an impossibly steep freeway up to the ridge.

I thought my speculation might be confirmed when I passed what appeared to be a wide area a short distance below the top, but after some thought I decided that it was probably a truck turnaround.

A little further down I started passing a smaller group of Low-Key Hill Climbers who were riding the extra-credit "Diabolical Duo Strava Challenge" up Gates Canyon Road I stopped to take photos of them when I had enough time to get my camera ready.

At the bottom end of the steep part the nice, smooth (but steep) asphalt disappeared and turned to dirt. At first this was not so bad as the dirt was well-packed, but near the bottom of the dirt section, it looks like someone had dumped a load of fresh soil on the road without running a roller or grader over it. I fishtailed a bit when riding through and was happy not to have encountered this while riding uphill while on the clock or in the rain.

I passed more Diabolical Duo riders until nearly the bottom. But, as I got closer to Pleasants Valley Road I let the brakes go and enjoyed the descent more fully. At Pleasants Valley Road I turned right and rode the short distance back to my van to swap batteries and to prepare to ride the Wooden Valley loop as the rain appeared to be holding off.

Bike Ridden:	Power Gold Rush
Distance:	91.9 miles
Cumulative climbing:	4810 feet
Total Time:	8:22:36
Riding Time:	5:21:14
Avg. Speed (moving):	17.16 mph
Max. Speed:	59.6 mph (61 mph on CycleAnalyst)
Nominal System Voltage:	24
Battery energy capacity:	? wh
Battery energy consumed:	888.8 wh
Wh/mi:	9.7
Battery Amps-Hour Used:	35.6
Max. Current:	83.8 Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	3011 kJ (836 wh)
Total energy from human (estimated):	? kJ (? wh)
Total energy from human (Polar HRM estimate):	1729 kJ (480 wh)

LKHC: Palomares Road (and there and back), October 29, 2011 - Today's Low-Key Hill Climb was the southern climb of Palomares Road from Niles Canyon near Fremont, CA. It was close enough to home (two hours) that I could ride to the start as a warm-up, mostly without using the motor.

I left home near downtown Sunnyvale at 0740 in time to enjoy the glorious and welcome sunrise at my back. After cruising between 14 and 18 mph (15.5mph average) I arrived somewhat fatigued at the assembly area at Vallejo Mills Historical Park near Mission Blvd. and CA84 at 0940 to sign-in and get the bike ready for the climb, namely to remove the large batteries and panniers that I carry for long range, and the extra water bottles and clothing, bringing the bike from a hefty 50kg down to a lighter 30kg for the climb. The extra stuff I put in the trunk of Howard's car, that he would drive to the top.

We would be timed in small groups, and the first group got underway at 1010, pedaling at an easy 18mph (then 15mph) up Niles Canyon to the start of the climb. When we got to the base of Palomares we waited again for several minutes—the second group was already waiting down at the highway—while our numbers were recorded before we were given the countdown to Go!

The going part didn't take long. Tracy Colwell was off the front for the first 200 yards as I was slow on the throttle. On this occasion it might have been interesting to play rabbit and hang off the front of the group to watch and photograph the tactics play out as the climb was too gradual to break up this group of the strongest climbers. But, in the end I felt it was more important to set my best time and not to run the risk of interfering.

The initial half-mile of the Palomares climb is gradual, steepening only through the narrow passages of the canyon. I had initially overestimated the steepness and found myself running out of top gear until I shifted into the big ring for the first time in this series.

Since the objective is to minimize elapsed time, I kept the motor system on full-throttle, geared to draw maximum power (about 1050 watts, 750 watts to the wheel), where possible and safe to do. On the human side, I pushed as hard as I could on the steepest parts, and eased up a bit on the flatter stuff, allowing myself to recover slightly between efforts and to use the motor more to maintain speed and to provide smoother power delivery while cutting through some of the tighter corners.

After I arrived at the top, I lingered to photograph individual finishers in the later groups.

After the last of the climbers had finished and folks had gone their separate ways, I continued down the frighteningly fast north side toward Castro Valley, coasting most of the way down to Palo Verde Road. At Palo Verde Road I turned right and climbed up Dublin Canyon and coasted down into Pleasanton, stopping for lunch, initially at a Togo's, but while waiting in line I decided to try the Gourmet Burritos next door that was nearly empty.

After a hearty and spicy "Thai Fresh" burrito I continued south on Foothill Road, then shifted over to Pleasanton-Sunol Road on Castlewood Road. At Paloma Way I turned left, passed under I-680, and continued south on Calaveras Road.

Calaveras Road was remarkably free of traffic on this warm, sunny Saturday afternoon. I saw only a few cyclists and about as many motor vehicles from Geary Road to Felter Road.

At Felter Road I turned left and climbed to the top of Sierra Road. On the way I passed one cyclist who was climbing at a good clip for someone with a sprinter's build. Although I was not motoring at high intensity, it took me a while to catch and pass him.

Near the top of Sierra Road I stopped to photograph a wake of vultures feeding on some roadkill, hazy smog hanging over San Jose that reminded me of summer days from the 1980s, and a cow that unlike other cows in the same pen did not move away from the fence when I approached.

I started down Sierra Road at a quick pace, or so I thought. About 1/3 of the way down, near the sharp left turn at a nice viewspot next to the road under a small grove of eucalyptus I was passed by the fast climber I had passed earlier on the climb up Felter Road.

This guy seemed to know the road. Given that he didn't carry much else on his bike, I suspect he lived nearby and rode this road frequently, more frequently than my once or twice a year.

I don't often get passed on descents, so I tend to take notice when I do. Sometimes it is instructive (and often easier) to follow a faster descender. Let them pick the best lines through the curves, although doing so requires a certain amount of trust in the person one is following, an assumption that one's bike handles in a similar manner, and in this case a willingness to fly blindly around the curves.

It was on these two latter points that I made some observations of my descending style. I followed him initially around the next few curves, but I hated flying blind. I had an easier time doing that several years ago when I was on beta-blockers, but I now have a healthy fear response. I've also had too many close calls, unexpected obstacles in the road (gravel, stopped traffic, deer, etc.), when flying blindly around corners.

On the handling part I needed mentally to calculate the required lean angle that gets me through the curve without going too widely or tightly, then to induce that lean angle or something close to it with the correct amount of countersteer upon entering the curve. To adjust the line while in the curve I found that countersteer is too coarse a method, so I used the rear brake to make fine adjustments to the lean angle.

In an analogous fashion to the way a spoked wheel achieves its strength through pre-tensioned spokes, I observed that in order to retain the ability to make subtle adjustments of my line through a curve, to tighten or to widen a curve without using countersteer, I needed to have some application of the brake all the way through the curve, some pre-force on the brake. That would give me flexibility to reduce braking force to widen the curve or to increase braking force to tighten the curve as needed. But, maintaining some significant braking force through the turns limited my speed, that while still fast by most people's standards, still wasn't fast enough to keep up with this guy leading ahead of me.

Since I have a motor on the bike I might have been able to apply motor power in place of reducing brake force where speed was lower than about 30mph, the speed above which the motor is topped out, and as long as the throttle can be modulated smoothly.

One might think that the lower center of gravity of my bike would make possible faster changes to lean angle, to get through twisty curves faster. But, the greater mass of the bike (about 50kg in this case) along with the longer wheelbase and the greater time required for the natural self-righting feedback to occur, makes it harder to control rotational acceleration in the Z-axis. So, if I induce a quick lean, it's hard to stop advancing that lean. There's overshoot. This must be taken into account when inducing the initial lean. An overshoot could lead to a low-side crash, especially if one tries to counter-steer out of it.

But, all was not lost. When I got to the end of the twisty stuff, to the top of the final "ski jump" descent down to Piedmont. I could see the other guy a few blocks ahead, so I released my brakes, touching 60 mph before coming to a controlled stop at the traffic light just behind him.

The rest of my ride home across north San Jose and Santa Clara went without further incident, analysis, observation, or discovery.

Bike Ridden:	Power Pursuit F2
Distance:	89.4 miles
Cumulative climbing:	7590 feet
Total Time:	7:00:59
Riding Time:	5:41:36
Avg. Speed (moving):	15.7 mph
Max. Speed:	? mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	861.0 wh
Wh/mi:	9.6
Battery Amps-Hour Used:	34.3
Max. Current:	64.7 Amps
Min. Voltage:	22.5
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	2916 kJ (810 wh)
Total energy from human (estimated):	? kJ (? wh)
Total energy from human (Polar HRM estimate):	1729 kJ (480 wh)

Ben Lomond, October 26, 2011 - I rode over to Los Altos to join the Wednesday Hills 'R' Us ride. The group was smaller today than it was the last time I joined the ride sometime last summer.

We started south on Foothill Expressway and continued on Foothill Blvd. and Stevens Canyon Road. As I was riding as much as I could without using the motor on this part, I found myself gradually falling behind the group until we regrouped at the rest rooms just past Mt. Eden Road.

I stopped to use the facility just as the group left, and again I was bringing up the rear. I didn't really mind this too much as everyone was riding his (and her) own pace. I only started using the motor at the bottom of Redwood Gulch Road just after I stopped to photograph a large rock island rooster strutting in the middle of the road. I started to pass members of the group about two miles from the top, and then waited at Skyline while those I had passed on the way up arrived.

After we regrouped I continued down CA9 to Boulder Creek while the group went south on Skyline Blvd. I would meet them a few hours later, as it turned out, at this exact same spot.

As I arrived in Boulder Creek my tire pump fell off my right chainstay. The mounting bracket had broken. A kind passer-by picked it up and brought it to me.

As I left Boulder Creek I came upon a guy riding a bike down the road with a small dog tucked inside his backpack. The dog did not see me at first, but once he did, he stared intently. Dogs and small children tend to do that when they see the Banana Bike.

I was happy to get off CA9 in Ben Lomond—traffic is frequently impatient through the San Lorenzo Valley. I rode Glen Arbor Road to Quail Hollow Road that climbs over a short hill and down to Zayante Road. I turned left on Zayante Road and climbed back up to Summit Road, stopping to take a couple photos. I turned left at Summit Road, left on Bear Creek Road, and right on Skyline Blvd.

At Gist Road I descended the nine switchbacks to Black Road. To check if I was in front or behind the group, I attempted to call Dave Fitch in the Hills 'R' Us group, but I only got his voicemail. I looked at my watch and figured that if they were behind me they would probably head down into Los Gatos rather than over Castle Rock Summit. So, I pressed on without delay.

I finally did catch the group again at Saratoga Gap. At this point most of them descended CA9, while I continued with a smaller contingent north on Skyline Blvd. to Page Mill Road that we descended back into Los Altos.

LKHC: Bohlman-Norton-Kittridge-Quickert-On Orbit-Bohlman (and the scenic way home), October 22, 2011 - Under clear skies and perfect climbing temperatures, the Low-Key Hill Climbers assembled themselves at Saratoga Elementary School for a climb up through a neighborhood of Saratoga that climbs one of the steepest sequence of roads in the Bay Area. These are photos, mostly groups of people waiting around, from before the climb, after the climb, and a few extras I took on my ride home by an indirect route: down Montevina, up Black and Gist, then Skyline Blvd. to Saratoga Gap, then back again to Old Santa Cruz Hwy, Alma Bridge Road, and Los Gatos Creek Trail.
LKHC: Page Mill Road (and the scenic way home), October 15, 2011 - These are mostly candid people photos from the Low-Key Hill Climb ride up Page Mill Road. The second half of the album are photos from my scenic ride home over Castle Rock Ridge, down through Redwood Estates, up Montevina Road, down Bohlman-On Orbit-Quikert-Kittridge-Norton (checking out next week's climb route in reverse), and then along Stevens Canyon Road.

Bike Ridden:	Power Gold Rush
Distance:	102 miles
Cumulative climbing:	5470 feet
Total Time:	7:58:51
Riding Time:	5:50:36
Avg. Speed (moving):	17.37 mph
Max. Speed:	51.7 mph
Nominal System Voltage:	24
Battery energy capacity:	1500 wh
Battery energy consumed:	1214.1 wh
Wh/mi:	12.0
Battery Amps-Hour Used:	49.064
Max. Current:	95.45 Amps
Min. Voltage:	22.3
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	2878 kJ (800 wh)
Total energy from human (estimated):	? kJ (? wh)
Total energy from human (Polar HRM estimate):	1774 kJ (493 wh)

LKHC: Sierra Road (plus there and back), October 8, 2011 - These are mostly candid people photos from the Low-Key Hill Climb ride up Sierra Road, where I wish I had had the presence of mind to shoot photos behind me on the first half-mile of the climb. I also included a few photos from my long ride home, made longer when I (along with a few other cyclists and motorists) discovered that Niles Canyon was closed to all traffic until 1500.

Rather than return up Calaveras Road, I went north to Pleasanton in an unsuccessful search for a quick lunch stop. I finally stopped at a Subway in Castro Valley. After lunch I returned up Palomares Road, checking out the road conditions on the southern end in preparation of the LKHC in three weeks—the road looked in good condition to me. Since it was after 1500 I continued through Niles Canyon, the Alameda Creek Trail, Decoto Road, and then across the Dumbarton Bridge and home through Palo Alto and Mountain View.

Bike Ridden:	Power Gold Rush
Distance:	87 miles
Cumulative climbing:	7000 feet
Total Time:	6:45:29
Riding Time:	5:47:59
Avg. Speed (moving):	15.04 mph
Max. Speed:	51.8 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	925.53 wh
Wh/mi:	10.6
Battery Amps-Hour Used:	36.606
Max. Current:	81.54 Amps
Min. Voltage:	20
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (calculated):	3070 kJ (853 wh)
Total energy from human (calculated):	? kJ (? wh)
Total energy from human (Polar HRM est.):	1223 kJ (340 wh)

Mammoth Area Ride, September 22, 2011 - David took the day off to rest after two days of hiking, but I had energy to get out of the condo and enjoy the good weather, so I headed out toward Tom's Place with the idea that I would climb up to Mosquito Flat on Upper Rock Creek Canyon Rd. and then return.

I was able to communicate with David on our FRS radios as far as Mt. Morrison Rd. and US395, about 10 miles from the condo as the crow flies, and with good line-of-sight reception. I continued down to Crowley Lake, staying on US395 past McGee and Hilton Creeks, through Little Round Valley, and finally to Tom's Place, where I turned right and began the long climb.

I rode up Upper Rock Creek Canyon to the Mosquito Flat (Little Lakes Valley) trailhead, spoke with a few people curious about my bike and where I was riding, and then returned down the hill again, cruising at about 45-48 mph on the straightaways into a gentle headwind as I descended. I didn't use the brakes too often until I got to the twisty parts in the canyon near the bottom.

When I got back to Tom's Place I returned west on Crowley Lake Drive to McGee Creek and then rejoined US395. I was still feeling energetic, so I continued north on US395 to Deadman Summit before turning around. I briefly entertained the idea of riding the scenic June Lake Loop, but my energy level wasn't high enough (battery or body).

I climbed back into town on the north escape road, euphemistically called "Mammoth Scenic Loop", where the only scenery is a dense lodgepole forest. When I got back into town, instead of returning directly to the condo, I rode back down to the Forest Service office to inquire about a missing bridge over the San Joaquin River on the trail to Garnet Lake we had tried to hike two days earlier. Then I toured through town on one of the bike path/cross-country ski routes that ended near Sherwin Creek Rd. and Old Mammoth Rd. I then climbed back to the condo on Minaret Road.

Bike Ridden:	Power Gold Rush
Distance:	46 miles
Cumulative climbing:	5900 feet
Total Time:	6:00
Riding Time:	4:32:23
Avg. Speed (moving):	10.18 mph
Max. Speed:	44.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	754.84 wh
Wh/mi:	16.4
Battery Amps-Hour Used:	29.639
Max. Current:	87.47 Amps
Min. Voltage:	15
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (calculated):	2504 kJ (696 wh)
Total energy from human (calculated):	? kJ (? wh)
Total energy from human (Polar HRM est.):	? kJ (? wh)

Mammoth Tour and San Joaquin Ridge, September 19, 2011 - David wanted to spend the day relaxing and reading, so I went out and did my usual Mammoth Tour (Mammoth town to Red's Meadow Resort and back, then up to Horseshoe Lake and back).

I started by coasting downhill to The Village from the condo, then climbed Minaret Rd. Unfortunately, road crews were busy resurfacing the road, so the uphill lane was grooved in preparation for a new coat of asphalt. At the north escape road (a.k.a. Mammoth Scenic Loop) road crews had blocked the uphill lane and were permitting traffic only on the downhill side, one direction at a time. I waited with a line of cars for several minutes before we were allowed through.

When we started to go I started up in the grooved uphill lane to let the motor vehicles past, but when the grooved pavement became oiled, I jumped up on the new asphalt and gave it full throttle so that I wouldn't run afoul the downhill traffic on the next cycle.

It didn't take long to get up to the base lodge of the Mammoth Mountain Ski Area. I continued past the dormant operations--even the gondola was idle, the carriages having been taken off their cable--and pressed on to Minaret Summit at a slower pace.

At the pass I turned right and made my usual visit to the vista point that always has a nice view of the Ritter Range bathed in morning light.

After taking my usual photos I headed down Minaret Road toward Red's Meadow. I descended quickly, trying to coast over the few uphill segments as much as I could and to pedal as little as possible. The air was cool but not cold.

Soon I found myself at Red's Meadow proper, and shortly afterward at Red's Meadow Resort, where I spoke with the guy who runs the store there.

He told me that the horses had recently been transported over to their wintering corral in Bishop, and the Resort itself would be closing down by the end of September, as usual.

"The road isn't plowed, so after the first big snowstorm the only way out is snowshoes, skis or snowmobile."

I asked if a caretaker stays over the winter.

"Up until a few years ago we had a guy who stayed in that cabin over there." he pointed to an older cabin with a pitched roof, "Two or three times in the winter he'd ski over Mammoth Pass, and people from Mammoth would snowmobile down the road. But, the last few years no one is here in winter. It's a pretty tough life to be snowed in for several months."

I said my goodbyes, "Until next year," and proceeded to climb back up to Minaret Summit, stopping a few times on the way to take more photos.

When I reached the summit again, I got the bright idea to ride up San Joaquin Ridge. The road is open to "off-road vehicles", so I figure a hybrid recumbent would be allowed, if unanticipated. I figure I am probably the first (and perhaps the last) to make the journey on such a bike.

The first part of the road was fairly firm but had large whoop-de-doos (if ridden at high speed). Then the road started to climb steeply. Sharp rocks appeared in the surface, and I had to choose my line carefully not to bottom out some part of my bike. If I hadn't had a motor to help keep the rear wheel torque even, I might have had to walk some of this.

Mid-way up the road surface was firmly-packed, straight, and not too steep. I had no trouble riding. But, near the top, the road became very steep and sandy, and even with the motor I could only spin the rear wheel in the sand. I was not using knobbies, just road semi-slicks.

I got off and pushed the bike (with help from the motor) up this steepest section before getting back on the bike and continuing the climb to the end of the road above Deadman Pass.

The views were magnificent, as expected. Unexpected, though magnificent in its own way, was the rapidly changing weather. I had enough time to take a set of panorama photos (1, 2, 3) and to make a quick radio call to Frank in San Jose (KJ6PZV) through the CARLA linked repeater in Hawthorne, Nevada, that I could hit with good signal quality on "low" power (1 watt).

Then I headed back down the road. As I descended I was amazed at the speed with which the clouds over the ridge had built up. By the time I was halfway down the ridge to the paved road, the clouds looked angry, indeed.

Without delay I headed back down to the ski resort and back into town as far as The Village. At Lake Mary Road, the weather didn't seem to be imminently threatening, so I decided to venture up the new Lakes Bike Path that parallels Lake Mary Road all the way to Horseshoe Lake.

Normally I don't like bike paths because every side-road and driveway requires at least a yield in practice (a stop, officially). But, I was in the mood now to take my time and enjoy the scenery. Besides this bike path was brand new this year, clearly constructed to high standards (though not for high speed) through rocky soil and at great expense, and I hadn't ridden it yet.

The path disappears at Twin Lakes. I assume this is only temporary as work crews appeared to be building this last section. The temporary detour went toward the Twin Lakes Campground and past the Tamarack Lodge. I took the road until I saw a bike path heading off alongside the lower Twin Lake.

At first I took the path until it ended at the campground entrance. I turned around and found myself at a road junction in front of the Twin Lakes store. A path continued into the forest on the other side, and I began climbing switchbacks up to Lake Mary Road again. This part of the path was the steepest.

After the path reached Lake Mary Road it continued alongside, passing a nice Scenic Overlook (only accessible from the path) where I could see big clouds building over Mammoth Mountain, rode past the pack station, around the bend past Lake Mary, and on up to Horseshoe Lake.

At Horseshoe Lake I stopped and chatted with an older couple from southern California who were vacationing. They took my photo. I took a few more.

Then I started down the bike path. I had thought of taking the road as it would have been faster, and the weather did seem to be closing in around the area, although so far I managed to keep myself in the sunny pockets, while dark clouds surrounded me above the mountains and ridges. My luck would not hold.

I left the path at Davison and Lake Mary Road, climbed up the steep and straight Davison Road, past the Canyon Lodge. As I rode through the acres of parking before the Lodge, less than a mile before home, the rain came down hard. By the time I pulled into the driveway for the condo I might as well have been out in it all day.

Rather than duck inside immediately, I rode around the complex, found a working hose, and proceeded to wash the pumice dust off my bike--the rain wasn't getting all of it, and then dry off the bike in the garage with a towel.

Sun Valley - Elkhorn, August 21, 2010 - After riding up Trail Creek Road I took the long way back to Ketchum by way of Sun Valley and Elkhorn. I rode mostly the paved bike path that would probably irritate many bicycle commuters, but it was a nice way to tool along slowly and enjoy the scenery, as long as I was attentive at intersections and road crossings.

Bike Ridden:	Power Gold Rush
Distance:	40 miles
Cumulative climbing:	3000 feet
Total Time:	4:00
Riding Time:	3:06:45
Avg. Speed (moving):	13.01 mph
Max. Speed:	40.7 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	461.73 wh
Wh/mi:	11.4
Battery Amps-Hour Used:	17.92
Max. Current:	83.92 Amps
Min. Voltage:	19.6
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (calculated):	1164 kJ (323 wh)
Total energy from human (calculated):	? kJ (? wh)
Total energy from human (Polar HRM est.):	? kJ (? wh)

Trail Creek Road, August 21, 2010 - My main ride of the day was to climb up Trail Creek Road as far as seemed prudent.

Trail Creek Road starts as Sun Valley Road and continues past Sun Valley up the initially broad canyon that narrows considerably as the road begins its climb up to Trail Creek Pass (7894ft). About 1/2-mile after the road begins its long climb, its surface transitions to well-graded dirt.

I hadn't planned to ride dirt roads on this trip, but this road was just starting to get pretty, so I pressed on. Fortunately, there wasn't too much traffic, although when motorists passed me they stirred up a cloud of dust.

I was able to enjoy nice views down into the canyon as the road climbed further. The climb ends at a wooded pass where there is no view.

I did not continue down the other side as the day was getting late, and I knew that I had ridden the scenic part already, so I turned around and went back toward Sun Valley.

Warm Springs Road, August 21, 2010 - I got a late start on a shorter day of biking. I first took a ride up to the end of the pavement on Warm Springs Road. Someday I'll have to explore the quiet dirt road further upstream. Looks like there's a hot spring 6.5 miles in.

Bike Ridden:	Power Gold Rush
Distance:	77 miles
Cumulative climbing:	5500 feet
Total Time:	5:48:51
Riding Time:	5:10:07
Avg. Speed (moving):	14.83 mph
Max. Speed:	45.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	707.11 wh
Wh/mi:	9.3
Battery Amps-Hour Used:	27.557
Max. Current:	82.91 Amps
Min. Voltage:	15.2
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (1629 wh)
Total energy from motor (calculated):	1782 kJ (495 wh)
Total energy from human (calculated):	? kJ (? wh)
Total energy from human (Polar HRM est.):	? kJ (? wh)

Galena Summit, August 19, 2010 - I took most of the day to explore ID75 over Galena Summit as far as the Smiley Creek Lodge. I enjoyed beautiful views of the mountains north of Ketchum and around the headwaters of the Salmon River.

On the way up to Galena Summit I saw a few cyclists, including one older guy on a Bacchetta Giro (I think) at the Galena Lodge. While I was stopped at the Alexander Ross turnout I met a couple of cycle tourists descending from the pass who stopped to check out the big yellow bike-thing. One of them took my photo.

After crossing Galena Summit I stopped at the Church Overlook to admire the view of the Salmon River Valley and the Sawtooth Mountains in the distance. I continued down into the Salmon River Valley as far as Smiley Creek as I didn't have enough time or energy to ride all the way to Stanley and back.

The return trip covered the same road until I got into Ketchum, where I stayed on the main highway into town and stopped by the supermarket to pick up a few groceries before heading back to Michael's condo.

One remarkable aspect of the ride included the longest coasting I can recall having enjoyed. From Galena Summit eastward I coasted without pedaling (or motoring) for about 15 miles, sometimes slowing to about 10mph, but never stopping. I had to pedal on a slight uphill after passing Cathedral Pines, but then I was able to coast again for another 10 miles, although more slowly and tediously, slowing sometimes to 6mph. When I got close to town I grew tired of coasting at walking pace and decided to ride normally the rest of the way in.

Bike Ridden:	Power Gold Rush
Distance:	77 miles
Cumulative climbing:	6000 feet
Total Time:	7:30:42
Riding Time:	5:40:23
Avg. Speed (moving):	13.51 mph
Max. Speed:	44.8 mph
Nominal System Voltage:	24
Battery energy capacity:	1264 wh
Battery energy consumed:	873.43 wh
Wh/mi:	11.4
Battery Amps-Hour Used:	34.624
Max. Current:	84.36 Amps
Min. Voltage:	22.2
Max. power to rear wheel (PowerTap):	1078 watts
Avg. power to rear wheel (PowerTap):	203 watts
Total energy to rear wheel (PowerTap):	5863 kJ (1629 wh)
Total energy from motor (estimated):	2201 kJ (611 wh)
Total energy from human (estimated):	1870 kJ (519 wh)
Total energy from human (Polar HRM estimate):	1870 kJ (519 wh)

Hills 'R' Us Goes to Big Basin, August 3, 2011 - Our route took us from Shoup Park in Los Altos south on Foothill Expressway, up Stevens Canyon, Redwood Gulch (where I stopped to photograph some blooming Hyacinth Bean, then up CA9 (where I witnessed my second out-of-control single-auto crash in less than a month), and over to Boulder Creek where we stopped to buy lunch at the New Leaf market. We continued up West Park and CA236 into Big Basin where we enjoyed an extended stop for lunch. After lunch we rode up CA236 and CA9, then returned the way we had come.

Bike Ridden:	Power Gold Rush
Distance:	81 miles
Cumulative climbing:	6000 feet
Total Time:	7:40:59
Riding Time:	5:07:31
Avg. Speed (moving):	15.78 mph
Max. Speed:	46.8 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	1015.5 wh
Wh/mi:	12.6
Battery Amps-Hour Used:	40.384
Max. Current:	82.98 Amps
Min. Voltage:	22.5
Max. power to rear wheel (PowerTap):	1078 watts
Avg. power to rear wheel (PowerTap):	203 watts
Total energy to rear wheel (PowerTap):	5863 kJ (1629 wh)
Total energy from motor (estimated):	2559 kJ (711 wh)
Total energy from human (estimated):	1204 kJ (344 wh)
Total energy from human (Polar HRM estimate):	1650 kJ (458 wh)

Hills 'R' Us Goes to Pescadero, July 20, 2011 - This Wednesday Hills 'R' Us ride took advantage of the clear, warm weather and went to Pescadero for lunch, going by way of Page Mill, Alpine, and Pescadero Roads, returning by Stage Road, CA84, and Old La Honda Road.

We climbed at our own pace but regrouped to fight the headwind on Pescadero Road and pacelined up CA84 as far as La Honda before hills and mechanicals broke the group. We started with 14 riders but dwindled gradually through the day to only four near the end.

Bike Ridden:	Power Gold Rush
Distance:	68.6 miles
Cumulative climbing:	6310 feet
Total Time:	7:23:43
Riding Time:	4:33:08
Avg. Speed (moving):	15.07 mph
Max. Speed:	46.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	847.66 wh
Wh/mi:	12.4
Battery Amps-Hour Used:	33.587
Max. Current:	81.8 Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	1078 watts
Avg. power to rear wheel (PowerTap):	203 watts
Total energy to rear wheel (PowerTap):	5863 kJ (1629 wh)
Total energy from motor (estimated):	2167 kJ (602 wh)
Total energy from human (estimated):	1204 kJ (344 wh)
Total energy from human (Polar HRM estimate):	1204 kJ (344 wh)

Field Day, June 25, 2011 - I decided to visit four ARRL (American Radio Relay League) Field Day encampments at various spots around the South Bay Area. I had taken (and passed) my Technician Class license exam two days earlier, had heard about the nationwide Field Day event, and decided to see what the fuss was all about. But, as it was my usual day for a bike ride I determined to get to all of the sites by bike.

My first stop was at the SARA site at a CDF storage area atop a lesser peak about one mile southeast of Saratoga Gap (elev. 2930ft).

I then rode north on Skyline, then down Alpine Road into La Honda and visited the SC4ARC site at La Honda Gardens.

After learning about SC4ARC I rode up CA84, Old La Honda Road, and Skyline Blvd. to Page Mill and Moody Roads, then backroads through Los Altos Hills to the WVARA site atop Mora (Water Tank) Hill in Rancho San Antonio Open Space.

My last stop was at the FARS site on the large field inside the Maryknoll Seminary grounds.

On my way through Rancho San Antonio Sunday afternoon foot-traffic was heaviest (though at the time enjoyed a brief break from hikers), I saw a plump rattlesnake making its way from one side to the other. As I approached the rattler, he stopped and turned. We both stared each other down for several seconds before he turned away and began quickly slithering off to the other side of the road.

Bike Ridden:	Power Pursuit F2
Distance:	102.7 miles
Cumulative climbing:	6580 feet
Total Time:	7:54:24
Riding Time:	6:52:26
Avg. Speed (moving):	14.9 mph
Max. Speed:	42.0 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	811.53 wh
Wh/mi:	7.9
Battery Amps-Hour Used:	31.822
Max. Current:	77.5 Amps
Min. Voltage:	22.9
Max. power to rear wheel (PowerTap):	1078 watts
Avg. power to rear wheel (PowerTap):	203 watts
Total energy to rear wheel (PowerTap):	5863 kJ (1629 wh)
Total energy from motor (estimated):	2103 kJ (584 wh)
Total energy from human (estimated):	2319 kJ (644 wh)
Total energy from human (Polar HRM estimate):	2344 kJ (651 wh)

Mt. Madonna, June 19, 2011 - I left home at 0945 and headed through Santa Clara, San Jose, Campbell, and Los Gatos. I then picked up the Los Gatos Creek Trail and headed up Los Gatos Creek to Lexington Reservoir. The trail was busy.

At the top of the Dam I took Alma Bridge Road around to the backside of the reservoir, then Aldercroft Heights Road to Old Santa Cruz Highway that I took up to Summit Road. So far the air was cool in the shade and warm in the sun.

I turned left on Summit Road and headed southeast past the Store—no need to stop yet—and onto Highland Way where I startled and "chased" a doe and her fawn down the road.

Multiple slides on Highland Way appear to have been arrested using black vinyl tarps. The location of a major road repair from several years ago saw another huge mudslide cover the road. This mud had all been pushed out of the way, creating tall berms on the downhill side of the road and leaving only one lane of travel. But, it was enough to get through.

The roadside parking at the Soquel Demonstration Forest was busy with mountain bikers either coming or going. I continued on up to "Four Corners" (Ormsby, Highland, Eureka Canyon, and Buzzard Lagoon Roads).

While I rested at the top a group of three road bikers caught up to me. Time hasn't done these roads any good, and not much maintenance has been performed. Numerous small potholes and rocks were on the final climb up Highland Way. I decided to follow the roadies down Eureka Canyon as they seemed to know the road, or at least to know the current condition of the road.

When we got down to Corralitos we went our separate ways. I paused for a few minutes to consider stopping for a sandwich at the Corralitos Market and Sausage Company, but opted instead to eat a couple of energy bars and to press on.

I continued on Browns Valley and Hazel Dell. Again I was into the cool redwoods for the next half hour.

At Mt. Madonna Road I turned left and started up the short but steep climb to the summit. Mt. Madonna Road (west) reminds me of Old La Honda Road, but the former is shorter and steeper. The steepest part of the climb is the first 2/3. The upper 1/3 mostly through redwoods is much less steep.

At the junction of Mt. Madonna, Summit, and Pole Line Roads I chatted briefly with a couple of cyclists who had come up the east side of Mt. Madonna Road and reported that, in spite of the road closure sign, the road was bumpy but preferable to taking CA152, the only other reasonable alternative.

I ventured down the east side. The dirt road could use grading as deep pits had formed in its surface over the last season. Initially the road descends through thick stands of redwood and is slightly muddy in spots from the moisture collected when fog blows through. The dampness did have one nice side-effect: no dust.

About 1.5 miles from the top the road surface becomes paved and the grade steepens. Near the bottom, I passed a one-lane control past a slide-out under an inadequate repair, probably the reason for the closure sign.

When I got to Redwood Retreat Road at the bottom I turned left and explored Redwood Retreat Road to its end. I had never ridden that way before. I wasn't missing too much. The road continues up the valley for another mile past some vineyards that are trying to attract tourist traffic.

I returned down Redwood Retreat Road to Watsonville Road and turned left. I made my only out-of-bike stop at the Chitactac-Adams roadside park to top off my water bladder at the drinking fountain. The temperature was noticeably warmer here than in Corralitos.

Once back on the road I pressed on up Watsonville Road to Sycamore Road, over the hump, then left on Oak Glen Road past Chesbro Reservoir. When I got to Uvas Road I turned right on Uvas Road, continued on McKean Road past Cinnabar Hills and Calero Reservoir.

Almaden Valley was downright hot, and I was at this point getting tired. So, I started pedaling less forcefully and used the motor more. I continued north on Almaden Expressway, then Camden Ave. over the hill, then Hicks, Shannon, and Kennedy over another hill into Los Gatos, stopping briefly to photograph a convenient example of Farewell to Spring (Clarkia rubicunda) I then took CA9 to Saratoga and Sunnyvale-Saratoga Road home.

Overall it was a good ride on roads I hadn't ridden in several years, one of them never before. I felt tired at the end, but it was a good kind of tired.

Sequoia Worker's Events, June, 2011 - This is an album of photos from the Sequoia Worker's Ride and Picnic the next day. Most of the photos were taken at the picnic.
Short Loop to Skyline, June 2, 2011 - I managed to squeeze in a short afternoon loop up Old La Honda Road to Skyline and down Page Mill Road before the arrival of gloomy wet weather for the next few days. End of day light and clouds made for some interesting photographs.

After I got most of the way down Page Mill Road I tried out the new Matadero Creek Multi-Use Trail from Deer Hill Road down to Foothill Expressway. The trail is nice, but the unprotected crossing of Coyote Hill Road and its turn lanes make it less safe than taking the shoulder of the expressway.
Tour of California, Stage 4, May 18, 2011 - It was a picturesque day in air cleared by the departing stormy weather to witness this spectacle on Sierra Road for the finish of Stage 4 of the 2011 Tour of California.

I rode from home to the top, or almost. The race organizers weren't letting spectators across the official finish line at the top. After riding as far as I could I turned around and picked a spot by the road with some friends from my bike local bike club that looked as if it might afford a good view of the race as it went by.

After the race passed I rode down Sierra Road rather than attempt to get through the finishing area, and then I rode home.

Bike Ridden:	Power Gold Rush
Distance:	89.6 miles
Cumulative climbing:	3700 feet
Total Time:	9:56:42
Riding Time:	6:40:03
Avg. Speed (moving):	13.4 mph
Max. Speed:	42.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	642.2 wh
Wh/mi:	7.2
Battery Amps-Hour Used:	25.394
Max. Current:	82.8 Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	1078 watts
Avg. power to rear wheel (PowerTap):	203 watts
Total energy to rear wheel (PowerTap):	5863 kJ (1629 wh)
Total energy from motor (estimated):	1572 kJ (437 wh)
Total energy from human (estimated):	3165 kJ (879 wh)
Total energy from human (Polar HRM estimate):	2020 kJ (561 wh)

Half Moon Bay Trails, May 7, 2011 - I hadn't ridden a loop around the Bay since 2005 when Randall Hull and I rode a similar loop. The loop I was planning for today was a bit different. After having a discussion a few months ago with Richard Mlynarik about the trails above the Pillar Point Bluffs and the Half Moon Bay Coastal Trail, I decided to head out that way and explore these trails for myself.

I emailed Richard at the last minute in case he wanted meet up in Daly City to show me the way, but I did not hear from him. So, I printed out some aerial views from Google Maps and left home around 0930, heading southeast directly away from Daly City, as if I were riding up Mt. Hamilton as I was last week.

My route took me the usual and shortest way by time through north San Jose, then north through Milpitas, Warm Springs, and Fremont, where I stopped briefly at Central Park for a break, then on a short distance to Fremont BART station. I rode the entire distance from home (22 miles) on human power only.

I had been carrying around an old BART ticket with some credit that I wanted to use up—I hardly ever take BART these days. And riding a heavy e-bike doesn't make it easy.

Getting into the station wasn't hard, but my long, heavy bike didn't fit into the elevator (It will fit into the elevators at the newer BART stations.), so I had to lug it up the stairs. No bikes are allowed on escalators, which would have been the easiest way to get up to the platform. I waited until there was a pause in pedestrian traffic as I needed to use the full width of the stairway when climbing, then I started up.

I had done this once before at Rockridge BART several years ago, and I remember thinking at the time that I was relieved that the platform wasn't higher above street level, but since then I must have lost some upper body strength, or perhaps these stairs were narrower or longer. I got halfway up the final flight, six steps from the platform, and I couldn't lift the bike another step. My muscles were shot, and I could tell I had probably pulled every muscle in my arms and back getting myself this far. I couldn't go up, and I couldn't go down. My biking shoes with their narrow, slippery soles weren't helping matters either.

I pride myself on being able to move my bikes as needed through awkward spaces, into and out of motor vehicles, through turnstiles, over low gates, curbs, doing "cable-car" turnarounds, and whatnot. But this time, not in the privacy of my back yard nor before some obscure gate on a quiet road in the middle of nowhere, but in a busy BART station in full view of curious onlookers, I was defeated by six lousy steps.

A fellow traveler took pity on me and offered to help. With the extra help I was on the platform in a few seconds, and I found my way to the Daly City-bound train where I took a seat by the door.

Next time I'm alone and have to carry the bike up the stairs, I'll I have to take two trips, one for the bike, the other for the battery bags. The only potential problem with this plan is causing general alarm by leaving for a few minutes unattended at one end of the stairway or the other two black bags with wires coming out of them.

The BART trip was uneventful, yet I noticed that the trip under the bay had gotten noisier. Back in the 1970s trains used to scoot under the bay at 80+ mph with less noise. Why so noisy now? I wondered what the A-weighted noise was. I could hardly hear myself think. Next time I'll wear my earplugs.

As the train approached Daly City I thought briefly of switching to an SFO-bound train if it could be done on the same platform, so that I could use the capacious elevator at the newer Colma Station. But in the end I decided that walking the bike down the stairs would be easier than going up, and easier than switching trains and going out of my way to avoid going down a stairway. Gravity would make the job easier, although I would have to take care at the landings not to bottom-out the frame on the leading step edge.

Once I worked my way slowly, step by step, down to street level, I got out of the station without trouble and headed west on John Daly Blvd. to Skyline Blvd.

My route took me up Skyline Blvd. to Westridge where I turned right, then left again and continued on Skyline Drive parallel to the expressway. Skyline Drive climbed to the high point in Daly City, past all of the Little Boxes on the hillside (and directly atop the San Andreas Fault where it crosses the coastline), before plunging steeply down into Pacifica.

I rode past the infamous apartments on Esplanade Ave. that are in the slow process of being reclaimed by the sea. My route then took me down Palmetto, through downtown Pacifica, then around the Sharp Park Golf Course, past the Moose Lodge, and onto CA1 southbound.

Traffic was fast and heavy, and the shoulder was narrow. I exited CA1 near an unlikely location for a Taco Bell at Pacifica Beach. I got onto a short bike path that soon looped across CA1 before the latter began its ascent to Devil's Slide.

I had originally planned to ride CA1 all the way over Devil's Slide, but the inviting path intrigued me, so I decided to follow it further. It went as far as San Pedro Terrace Road. At that point I decided I had enough time to take the scenic route over San Pedro Mountain Road, so I continued on Rosita, Adobe, and Higgins Road, then around the gate and onto San Pedro Mountain Road.

I was happy to see that the road was in no worse shape than I remember the last time I had taken it a number of years ago, although there are a few places near the bottom where small slides had covered parts of the road and would have been sloppy when wet, Scotch Broom and poison oak were encroaching on both sides, and at a couple of spots a recent washout had taken out a chunk of the road.

After crossing the summit at the saddle between Montara Mountain and San Pedro Mountain, the road descends gradually on mostly good surface, punctuated by an occasional rideable singletrack. This section was better than I recall from years ago. I remember having to dismount and portage across one such section. Not this time.

When I got to the North Peak Trail junction I thought of climbing to the summit of Montara Mountain, but thought better of it since I might not have time to complete my planned exploration of the coast-side trails, the mountain would be in the fog—I was already at the ceiling, and I had ridden up Montara Mountain before, so I felt no compulsion to do so now.

I continued down San Pedro Mountain Road, stopping to photograph a jackrabbit who stood still long enough for me to get a good photo but then darted off into the bushes.

At the North Peak Trail junction I descended steeply to the left and plunged directly down to McNee Ranch rather than remaining on the circuitous San Pedro Mountain Road. I had not ridden down this trail, but with the exception of small dry rivulets crossing at an angle, the trail was otherwise clean, if steep.

After I got down to CA1 I resumed my southward journey, then turned right onto Cypress Ave. in Moss Beach. I rode past the Moss Beach Distillery, now a restaurant with an interesting history, then rode two short blocks on Ocean Blvd. that have slid halfway into the ocean, the asphalt having stretched and deformed over the shifting and eroding sand underneath. Lifting my bike up the tall step at the top of the first hill was a minor effort, but a cinch compared to lugging it up the stairway at the Fremont BART station.

At the southern end of Moss Beach I continued onto the Jean Lauer Trail at Pillar Point Bluff. Actually a small network of trails, these trails runs roughly along the top of the bluffs north of Pillar Point, exiting the area at West Point Ave. near the Air Force radar station. Along the way I enjoyed the views of the dramatic crumbling western face of the bluff.

I exited Princeton by the Sea on Capistrano Road, returning to CA1 for a short distance south to Coronado St. where I exited right and picked up the northern end of the Half Moon Bay Coastal Trail.

I continued south on the Coastal Trail through a neighborhood where I saw a man on a horse, then past several public beaches. Having not actually ever been to the beach at Half Moon Bay I was surprised that very little development stands adjacent to the shore. Most of Half Moon Bay is separated from the beaches by a 1/4-mile buffer zone. It is through this buffer zone that the Coastal Trail runs.

I continued lazily on the trail. There was no point in rushing as many other trail users were about, and I wanted to enjoy this section.

When I got to the southern end of the paved trail, south of Poplar St. the trail crossed a bridge made from a railroad flat car, then turned abruptly to dirt. I was now inside the Wavecrest property.

My next goal was to get through to The Ritz, as in Carlton, that could be seen hovering like a mirage in the distance atop Miramontes Point a mile and a quarter away. Richard had warned that this area had canyons that had to be got past, and that it might be difficult on my bike. Time and distance would be greater than line of sight suggested.

Most of these canyons were small and only required a short detour. But, near the southern end of the Wavecrest property a deep canyon required an extra mile of riding to circumnavigate. This detour could all be ridden and other than the expenditure of time was a trivial obstacle compared to the horrible stairs at the Fremont BART station.

I exited Wavecrest at Redondo Beach Road. Yet, the trail continued at the south end of Thorne Ave. The quality of the trail and the ad-hoc opening in the cyclone fence belied what lay beyond, neatly manicured greens and hedges surrounding The Ritz, its paths, and its adjoining golf course.

It was apparent that the hotel was not interested in attracting the public to this section of trail, but it was also clear to me that one of the conditions of development of this prime piece of real estate had to have been the retention of a public easement to the Coastal Trail through The Ritz property. I have no doubt that given a choice management would have closed it off to keep out the non-paying riff-raff.

I continued on the trail past gardeners and hotel workers humming about in NEVs, past a wedding ceremony seconds from its ultimate moment (and none too soon by the look of the bare-shouldered bridesmaids), past the white-haired, ruddy-faced vacationers sipping sherry while lounging on reclined deck chairs, and through throngs of tourists, many speaking foreign languages, strolling the trail. It was as if a resort had been transported in a moment from the balmy shores of Ka'anapali to some inhospitable clime, yet life continued as if its guests had not noticed that the weather had changed.

I pressed on up the hill past the amphitheater formed by the north and west wings of the main building and continued around the south side of the hotel, across Canada Verde Creek and south on the still-paved-with-concrete trail. The trail continued up to the summit of a taller bluff at the end of the golf course and then ended abruptly.

There was a road that led into the golf course upon which pedestrians were forbidden—didn't say anything about bicycles, but it appeared to loop back the way I had come. A fence blocked further progress south, although if I had been desperate I could have lifted my bike over and continued, except there didn't appear to be much of a trail on the other side, and I wasn't desperate. At any rate I would not have to backtrack too far to get to CA1.

I rode back down the hill and across Canada Verde Creek, then turned right and exited the hotel grounds to Miramontes Point Road that took me directly to CA1 where I saw an old and rare Vixen 21td motorhome.

If I had carried more food with me I might have pressed south on CA1 and then returned over the mountains on scenic Tunitas Creek Road, but I needed to eat. If I went back into town to get food I would not have enough daylight to take the scenic route. I decided eating was more important than scenery. Besides, the mountains would be in the clouds anyway. Not much to see.

So, I returned north on CA1 to Half Moon Bay and stopped for a late quick lunch (or early dinner) at the Subway shop before pressing over CA92 to Crystal Springs and home the usual route on Canada Road et. al. I had used my electric assist only sparingly until this point, so I had plenty in reserve to run at or near maximum power on the climb up CA92.

On my way down Canada Road I ran into the remnants of Mike Harding's hard ride from Woodside to Sausalito and back. Their day had been cold and windy, especially the crossings of the Golden Gate Bridge, and most especially, I was told, when circling the bridge towers. They were finishing later than expected, well into the dinner hour.

At Robert's in Woodside I bid the small group (Mike, Dave Fitch, and Christine Nguyen) goodbye and continued home, arriving at 1920.

Bike Ridden:	Power Pursuit F2
Distance:	116.5 miles
Cumulative climbing:	10720 feet
Total Time:	14:00:00
Riding Time:	8:33:42
Avg. Speed (moving):	13.6 mph
Max. Speed:	42.7 mph
Nominal System Voltage:	24
Battery energy capacity:	1450 wh
Battery energy consumed:	1280.1 wh
Wh/mi:	11.0
Battery Amps-Hour Used:	51.133
Max. Current:	64.45 Amps
Min. Voltage:	23.0
Max. power to rear wheel (PowerTap):	1078 watts
Avg. power to rear wheel (PowerTap):	203 watts
Total energy to rear wheel (PowerTap):	5863 kJ (1629 wh)
Total energy from motor (estimated):	3318 kJ (922 wh)
Total energy from human (estimated):	3165 kJ (879 wh)
Total energy from human (Polar HRM estimate):	3352 kJ (931 wh)

Mt. Hamilton Twice, April 30, 2011 - Having missed the early registration cutoff date for the Mt. Hamilton Challenge¹ by one day I decided to plan my own ride over Mt. Hamilton. Some time back I had discussed with Zach Kaplan meeting up with him and Willie Hunt on Zach's Double Vision tandem riding the DMD. We had tentatively settled on a plan where I would encounter them from the opposite direction, then turn around and ride with them for a few miles before turning around again and continuing on my route.

I observed that I had already ridden the loop once in each direction this year, so I could allow for some creativity on my third trip over the Mountain. I decided to start on the Mt. Hamilton Challenge route, but leave home later, after getting a full beauty sleep. I'd ride over to The Junction, enjoy an unhurried lunch, and then wait for Zach and Willie to arrive at their lunch stop at The Junction Cafe, then join them on the second half of their ride as far as I could. It would be an out-and-back ride to The Junction, passing over Mt. Hamilton twice.

My ride through north San Jose went without incident, although I did not have good luck with the red lights. More traffic than usual was out on the road, with minor street cross-traffic arriving just enough to trip the lights on the arterials to red before I could get through, and always when I had a good head of steam.

In spite of some gusty crosswinds I got to Alum Rock Ave. and Mt. Hamilton Road under my own power, then started up the first climb, setting the cruise control so that the motor drew roughly 300 watts on average (~220 watts of that got to the wheel; my contribution was about 150 watts). This was good for about 9-9.5 mph on the up grades and consumed 500 watt-hours to get to Lick Observatory at the summit.

The hillsides were still green, but they were starting to turn brown in patches. It had been a cool spring, but a week of hot weather will see much of the green turn to brown. The north wind that was crossing my path across San Jose was mostly a tailwind on this leg of the ride. On the way up I made a mental note of gravel and rocks at the inside corners, tar ripples from speeding motorists, and "invisible potholes", pits in the road formed by unbroken asphalt deforming and sinking into voids in the road bed.

On the way up I saw a few cyclists I knew descending: Tom Lawrence, who turned around to pace me for a hundred yards, curious to see how fast I was going, and at the post office at the summit, Terry Morse, who was doing his own ride up the mountain with a friend.

The summit was chilly and breezy, although the small lobby of the Post Office was relatively warm. I only remained long enough to get some water, eat a snack, and stretch out a bit.

The backside descent, technically a descent from Copernicus Peak, the easternmost peak on the Mt. Hamilton ridge, is steeper than the front-side. I rode with some care, dragging the rear brake most of the way. After I got to the bottom I could see that my rear rim got to 143C maximum temperature, hotter than the last time I descended, in spite of the cooler weather (about 5C cooler). The only difference was that I was using a different wheel with a slightly lower-profile and slightly lower mass than I used the last time. No blowoff today, although I was using a brand new tight-fitting Kenda Kwest tire at 75psi.

As I crossed the small valley at Isabel Creek I could see the DMD crew setting up their rest stop, although I doubted the lead bunch would be through anytime soon.

I continued up over Seeboy Ridge, then down to Arroyo Bayo, past the Arnold Ranch, and on up to China Grade Summit. Before I got to the summit my cell phone rang. Never thought I'd get reception out here—Verizon must've installed a repeater on Copernicus Peak. It was Zach telling me he was in Livermore and was a few hours from lunch at The Junction.

I was in no danger of eating a rushed lunch, so I slowed down and took in the sights and scents. After I crossed the cattle grate at the China Grade Summit I saw the lead bunch from the DMD followed by a SAG vehicle going the other way. The SAG driver leaned out his window and yelled at me, "Zach would be proud!" I wondered if he knew I was planning to meet Zach in a couple of hours (or if he knew that I, too, had a stoker aboard).

I continued down into Upper San Antonio Valley, stopping a few times to take photos. The flowers were still out, but it looked as if they were past their peak, broad as it was this year. Never saw much red or blue compared to last year's show. Mostly buttercups, some broadly-scattered white flower, and occasional poppies and lupines.

I pedaled against a strengthening headwind on the rolling terrain north to The Junction. Cyclists heading south became more frequent. I recognized Ernesto Montenero, then Mark Homrighausen from the GPC. As one bunch (David Vrane and Lisa Emerich?) went by, someone yelled my name. Must be the bike.

I got to The Junction in time to see the peak of the "first-half group" on the DMD at their lunch stop in the picnic area. These are the guys who are trying to finish with a respectably low time and don't want to lose time lollygagging at the rest stops. They're mostly business. The other side of the parking lot was filled with motorcycles, mostly Harleys. A few SAG vehicles were parked in front. Inside the place must be packed, yet I wanted to eat lunch, so I went in.

To my surprise there was no queue at the ordering counter. "Cheese sandwich?", asked the girl behind the counter. She remembered me from my prior visits. After I got my sandwich I went outside to find a quiet bench to sit on.

While I was eating lunch I spoke briefly with Mark Abrahams of GPC and Brian Chun of ACTC. I sensed that both were acutely aware of a ticking clock, that small talk wasn't part of the plan. After I had finished lunch Tim Woudenberg breezed in on his Bacchetta Ti-Aero—he seemed to be enjoying his day—and breezed out a full 23 minutes later.

For the next hour I waited for Zach and Willie while trying to keep myself on the warm side of chilled, in gusty breezes just a tad cool for comfort. An old timer, part American Indian, who grew up near Porterville, CA and later in the San Antone Valley, as he called it, walked up and asked me about Tim Woudenberg's bike while Tim was off getting lunch. "How do you ride that thing?", he asked pointing at it. He told me tales that in the old days The Junction was the local watering hole, open all the time, and how every year they'd hold a community BBQ at The Junction. Then when former cab-driver, Mike, leased the place some 20 years ago and started charging money for the BBQ, the locals didn't visit as much except on Mike's day off when he left the place in the hands of his more agreeable assistant. Cranky old Mike had a scowl for all of his visitors, except, apparently, for the ladies when their men visited the restroom.

I walked over to one of the radio operators for the DMD to ask if there was any mention of a recumbent tandem on Mines Road when suddenly Zach and Willie pulled up. They took only 15 minutes to resupply themselves, which was quick for the motley cyclists in the "second-half group" that were relaxing at the picnic tables.

I told them to go. I would follow in a few minutes. But the tailwind was swift, and I didn't catch them until they were nearly on the climb out of Upper San Antonio Valley.

For the next two hours I leap-frogged Zach and Willie. I tried going their pace, but the equivalent voltage resolution of my cruise control is poor at moderate power levels and low speed (<6mph) with my current gearing. I'd either have to run on motor only and draw the batteries down faster than I wanted, or I'd have to pedal harder than I wanted. If I tried to hold an in-between setting the motor heaved uncomfortably and in all likelihood, inefficiently.

To make up for not being able to ride alongside and chat, I took advantage of the situation to practice my photography. I'd ride ahead on the road and look for good photo spots, places that afforded an interesting background. The light is pleasant in the late afternoon as long as you don't need to take photos into the sun. This meant that I'd get good exposure of their faces most of the time, since we were heading in a generally western direction.

We stopped for a few minutes at the DMD rest stop at Isabel Creek then started up the long climb to Copernicus Peak (4360ft). An advantage of climbing this late in the day is that the climb is mostly in the shade, the sun having set behind the Mountain.

When we got to the top of the climb we continued west on the ridge a short distance past Copernicus Peak and stopped briefly where Willie finally decided to put on some clothes for the descent although he still left his feet bare, claiming that his sandals sheltered his feet from the wind.

We bypassed the actual summit of the mountain—I had already been there earlier, so I felt no loss. I let Zach and Willie go in front after warning Zach to take it easy on the rough road. I also thought I might get some good photos of them on the way down, but only a few were worth presenting. Camera shake is harder to prevent, not to mention the issue of having only one hand on the handlebars for what is a technical descent.

While we were stopped at the Crothers Road DMD rest stop, the host offered me some snacks, even though I wasn't officially on the ride. I had planned to head home after reaching the bottom as I didn't have enough food with me to continue on the DMD route up Sierra Road. But, with the additional food and water I was able to continue for another few hours.

Zach and Willie took off ahead of me. I decided to continue down Crothers Road through the closed section across the slide. On the way I found a nice spot to snap a photo of the sunset over San Francisco Bay. I was maybe too late to get the ideal photo, but the light was sufficient to get a nice effect.

I continued down into San Jose on Alum Rock Ave., McKee, Toyon, Penitencia Creek, and Piedmont. A guy in a pickup truck almost pulled out of a driveway in front of me. I was about to yell something, but I quickly realized that it was getting quite dark now, and I hadn't yet turned on my headlight.

I turned right onto Sierra Road. I saw no rear blinkies on the long initial climb, so I wondered if Zach and Willie had found new sets of legs. As I drew closer to the sharp turn at the top of the first climb I could see them waiting on the side road. I don't know if they were stopped for their own reason or if they were waiting for me, and I neglected to ask.

I got my headlight working and continued up Sierra Road, again leap-frogging the tandem. I stopped a few times, exercising the time-exposure capability of my point-n-shoot camera for shots of the city lights below, with mixed results. I got a few interesting photos of the city lights and a "ghost rider" effect when Zach and Willie came by.

I also used the opportunity to adjust my headlight bracket that was not aimed ideally. The light also had a tendency to jump out of adjustment if I hit a hard bump on the road. I'd need to fix the latter problem after I got home. I don't usually ride this bike at night.

Riding in the dark on country roads was an interesting experience. Traffic was lighter and I felt more at one with nature. Whether due to sensory deprivation from reduced eyesight or the still air after dusk, the scents of grasses and other plants struck my olfactory organs strongly. Cattle were lowing loudly in a pasture halfway up the climb. Time passed faster. The hour that it took us to reach the "Pet the Goat" rest stop at the top went by quickly.

At the top I chatted for a few minutes with Ken Holloway and Mike Aberg, who were working the rest stop. Mike and I recalled our favorite high school physics instructor, Andrea Erzberger, who died of cancer last year.

Nighttime exposures were taken at one to three seconds shutterspeed. I usually did O.K. using the bike as a "bi-pod", but the people had difficulty standing still for that long. Turns out the best shots were with my headlight on and with the flash, in short, using as much light as possible with the flash freezing the motion.

After 15 minutes we pressed on down Felter Road. I let Zach and Willie go in front this time because of their superior headlight. At Calaveras Road I bid them goodbye as they made the right turn up the "Calaveras Wall" and on to their next rest stop in Sunol.

I pressed on down Calaveras Canyon (Arroyo de los Coches) into some cold temps (low-40F) that, fortunately, warmed when I left the mountains and arrived in the suburbs. I then took the quickest route home across north San Jose and Santa Clara, arriving home at 2245.

¹The Mt. Hamilton Challenge is the best value around for an organized ride. $15 signs you up. The catch is you have to bring your own food. But, they provide water and SAG.

Bike Ridden:	Power Gold Rush
Distance:	97.8 miles
Cumulative climbing:	3400 feet
Total Time:	7:31:09
Riding Time:	6:34:35
Avg. Speed (moving):	14.9 mph
Max. Speed:	37.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	801.8 wh
Wh/mi:	8.1
Battery Amps-Hour Used:	31.57
Max. Current:	98.1 Amps
Min. Voltage:	23.6
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor (estimated):	1905 kJ (529 wh)
Total energy from human (estimated):	? kJ (? wh)
Total energy from human (Polar HRM estimate):	? kJ (? wh)

Coyote Creek Trail, April 24, 2011 - This Easter Sunday morning started off with dark gray skies. The air temperature felt warm; it felt like rain. But, except for a short period of sprinkles earlier in the week, it hadn't rained all week.

I hadn't been riding my Gold Rush recently as I'd been developing a new hybrid drivetrain for it. Today I decided would be a good day to get out and test it on a long ride, one that would not have me on the wrong side of a steep hill should I experience a failure.

I looked at the hills both west and east of the south bay and decided this day might be a good day to stay low if I wanted to see more than mist and fog (and to stay dry). At the very least I'd have interesting clouds to watch as I navigated the urban and suburban sprawl.

I set off for downtown San Jose, or rather, southeast San Jose, where I would join the northern end of the southern reach of the Coyote Creek Trail at Tully Road. The quickest way to the start of the trail was directly through downtown San Jose.

After navigating around Cesar Chavez Plaza, playing leapfrog several times with the VTA #68 bus, and dealing with the narrow, dirty bike lane on Tully Road I bid goodbye to roads and motor traffic and for the next two hours enjoyed a slow, relaxed, and peaceful, if at times soporific, ride south to Morgan Hill.

When riding a trail through a linear park such as a creek trail, one often forgets how close to the city one is. My first reminder that I was on an urban trail was when passing a substantial homeless encampment beneath and near the Capitol Expressway bridge over Coyote Creek.

The next point of interest was the velodrome at Hellyer Park. I could see someone circling the track, but there were no cheering fans in the bleachers, nor officials keeping score. Perhaps someone was practicing. The storage shed was open.

The trail hugs the creek through Hellyer Park, passing out the south end of the park under US101. The next several miles of trail pass though thick forest and grassland, although from time to time I could make out through the trees and overgrown shrubbery shapes of buildings occupied by light industry. Evidence of rainfall lingered on the trail, but the sun had come out. Overcome with sleepiness I felt like taking a nap in the warmth and humidity. Still I pedaled on lazily.

The trail passes again under US101 and emerges at the southernmost subdivision of San Jose wedged between Monterey Highway and Coyote Creek. Extended families were enjoying a Sunday gathering in the local city park. Children were everywhere.

I pressed on to Metcalf Road. The last time I had been here was a few years ago when the Low-Key Hill Climbs visited the climb up to the motorcycle park two miles to the east.

From Metcalf the Coyote Creek Trail presses on southward, using old or side road easements, zigging this way then that, almost always out of sight of other roads, almost never out of earshot of US101, but always relaxing. No impatient traffic to bully one into riding faster "to keep up", although one or two faster cyclists out "training" on the path whizzed by me. I was too sleepy to care.

After a short climb part way up a knoll I stopped at the Eucalyptus Grove where a few picnic tables stood under the trees. Here I discovered that my front brake shoe had been rubbing, so I took a break from riding to adjust it.

If that was the only mechanical issue of the day, I would be happy. As I hadn't climbed anything more challenging than an overpass I had not yet used the motor drive. Testing that would come later.

After starting south again I passed through a large field below the Eucalyptus Grove, then past a small airfield where people were flying aerobatic RC (radio-controlled) airplanes. I continued on, passing under US101 again.

A half-mile later I was enjoying the trail so much that I failed to negotiate a sharp left turn, barreling straight into a picnic area whose occupants had been screened by the high grass beside the trail. I wasn't completely without my wits as some prankster had moved the sign indicating the proper direction of the trail. I apologized to the picnickers, and as they must have been amused rather than annoyed at my error, they wished me a happy Easter.

Once back on the trail I continued for another half-mile before I reached its southern terminus at Morningstar Drive in Morgan Hill.

After I got back on regular roads I continued east on Malaguerra and Cochrane Roads, climbed up past the dam for Anderson Reservoir, then turned right on East Main St. and crossed the valley to the other side of Morgan Hill.

I turned left on DeWitt, left again on Edmundson, then right on Sunnyside, then continued on Santa Teresa Blvd. By the time I got to Gilroy, the clouds began to close in again. I turned right on CA152 and headed toward Hecker Pass. The clouds were dark ahead of me, and I could feel an occasional spit.

Someone smoking a cigar passed me. The odor was detectable hanging in the air for the next mile. The humidity heightens one's sense of smell.

Normally when riding this way I turn right on Burchell Road to get off the main highway, but I decided to press on to Watsonville Road as I hadn't gone that way in many years.

I turned right on Watsonville Road. After leaving CA152 and climbing the short hill to the north the weather lightened noticeably. The clouds were obviously blowing through Hecker Pass, the lowest point on the ridge for many miles in either direction. To the north the ridge gains altitude quickly, rising to almost 4000 feet at Loma Prieta, and blocking most of the wet weather that blows off the Pacific Ocean.

After taking a short break at Chitactac-Adams Park I pressed on up Watsonville Road, adding motor power now to my pedal power and making much better time. I turned left at Uvas Road and climbed up to the reservoir, then around its back side and on up past the countryside that lies upstream.

Then I descended to Oak Glen Road followed by a gradual ascent alongside Llagas Creek to McKean Road. Then over another hill and a descent past the Cinnabar Hills Golf Club, then past the more open countryside near and north of Calero Reservoir before I reached Harry Road.

I turned left on Harry and left again on Almaden Road. I still needed to climb one steep hill, and for testing maximum rim temperature, to descend a steep hill. Hicks Road would do nicely.

Every telephone pole in New Almaden flew an American flag. Must be an Easter tradition. Looked like the Fourth of July.

I continued up past the Hacienda trailhead for Almaden Quicksilver County Park, onto Alamitos Road, along which there is no parking, past Almaden Reservoir, and then turned right up Hicks Road.

I pedaled the first and easier half of the climb, but since I wanted to test the drivetrain I stopped pedaling and let the motor haul my lazy ass up the steeper half of the climb. Everything worked without a hiccup.

At the top of Hicks I continued over the pass and down the north side without pausing except once to take a photo of the sharp left turn in front of a drop-off above Los Capitancillos Creek. One really gets a feel for how quickly one can stop on a steep downgrade (and how well one's brakes work) by actually braking and coming to a stop on a steep downgrade. This descent is a "two-brake" descent, which means both hands are on the handlebars. No free hands for snapping on-the-go photos here.

The bottom of the descent must be handled with care. The sharp right turn over the bridge that crosses Guadalupe Creek is slightly off-camber, and it takes longer to slow down due to the steep downgrade. I stopped at the dam containing Almaden Reservoir to peek at the maximum front rim temperature. (Rear brake is disc.) I was surprised to see that all of my temperature indicators had blackened, the highest reading being 104C. I'll have to repeat the experiment with a higher temperature strip next time.

I continued down Hicks Road, and turned left on Shannon Road. I ran into a couple of Western Wheelers friends, riding with them to the top of Shannon, then plunged down into Los Gatos.

At Los Gatos Blvd. I turned right and then returned home on Lark, Winchester, San Tomas Expressway, and various minor arterials.

Bike Ridden:	Power Pursuit F2
Distance:	127.9 miles
Cumulative climbing:	7560 feet
Total Time:	10:20:26
Riding Time:	8:00:40
Avg. Speed (moving):	15.9 mph
Max. Speed:	45.5 mph
Nominal System Voltage:	24
Battery energy capacity:	1450 wh
Battery energy consumed:	1026.6 wh
Wh/mi:	8.0
Battery Amps-Hour Used:	40.740
Max. Current:	71.89 Amps
Min. Voltage:	23.0
Max. power to rear wheel (PowerTap):	1078 watts
Avg. power to rear wheel (PowerTap):	203 watts
Total energy to rear wheel (PowerTap):	5863 kJ (1629 wh)
Total energy from motor (estimated):	2698 kJ (749 wh)
Total energy from human (estimated):	3165 kJ (879 wh)
Total energy from human (Polar HRM estimate):	3352 kJ (931 wh)

Mt. Hamilton Loop, April 16, 2011 - I left home just after 0730 and headed over to Central Expressway, then east on Central Expressway to its end at De La Cruz Blvd. where I turned left. Taking the middle lane (the right-most through lane) I continued over US-101 on Trimble Road and then continued on Montague Expressway to Trade Zone Blvd. Traffic was light on the freeway overpasses, and the overcast skies kept temperatures cool.

At Capitol Ave. I turned right and continued southeast to Penitencia Creek Road, where I turned left, taking care when crossing the light rail tracks that run down the center of Capitol. From Penitencia Creek Road I turned right on Toyon, left on McKee, then left again on Alum Rock Ave., turning right a half-mile later on Mt. Hamilton Road. Having ridden this far under my own power I asked my stoker to start helping out.

This time of year is the best time to ride in the Diablo Range. Temperatures are mild, days are long, wildflowers are appearing, and everything is green and fragrant. On the west side of the mountains the grasses are long and full of moisture, everything in bloom giving off pungent odors. On the east and drier sides of the ridges the vegetation is decidedly more desert-like. The strongest odors reminded me a little of the smell of heatsink paste.

Pressing up Mt. Hamilton Road I quicky rose into the fog. Shortly after crossing the ridge to its east side I began to see lighter sky. The sun peeked out briefly as I crossed over the high point on the first climb, but as I descended into Halls Valley I skirted the edge of a long finger of fog that had blown up Penitencia Creek and into Halls Valley and that showed no sign of burning back quickly.

Crossing the bottom of the valley near the main entrance to Grant Ranch Park I passed from somewhat clear skies back into the finger of fog, though it was not long before I had risen out of it again. Two-thirds of the way to the summit of the middle climb I stopped to take some photos of Halls Valley below, warm and verdant in the morning sun. At the top of the middle climb where the road crosses the ridge one can see the Lick Observatory Domes 1900 feet higher atop Mt. Hamilton.

The last climb is the longest. From Smith Creek to the summit is about 2100 feet, and usually it seems to go on forever. Today, with the green countryside warming in the sun and the interesting fog poking into the folds of the land below, I didn't notice the length of the climb as much as usual. At the top I detoured to the summit to enjoy the view for a while.

After my visit to the summit I descended a little way past mile marker "1" on San Antonio Valley Road to take a panorama off the eastern side. Visible in the unusually clear air across the vast expanse of the Central Valley was the snow-covered Sierra Crest.

The descent to Isabel Creek averages about 9% grade, but parts are steeper. The steepest section is just above the cattle grate that must be crossed on a curve about 1.5 miles up from the bottom.

This part of San Antonio Valley Road has never been smooth, having been given the "tar and gravel" treatment several times. That and drivers who take the corners too fast on hot days, have created areas, mostly in corners, where gravel was pushed aside, leaving only slick tar and ripples in the road surface.

Although the road was dry I descended cautiously. I also wanted to see how hot my rear rim got when descending 2000 feet of steep grade while dragging the rear brake the entire while.

Just after I crossed Isabel Creek at the bottom I came upon a jackrabbit scampering along the road. He didn't seem terribly alarmed by my presence. Usually they dart off into the bushes never to be seen again.

I climbed the short rise that separates Isabel Creek from Arroyo Bayo, then descended to the Arroyo. From here the road climbs gradually through the driest climate on the loop—in the rain shadow directly east of Mt. Hamilton, and a couple of times steeply, past the Arnold Ranch, and to China Grade Summit before dropping again into Upper San Antonio Valley. This area more than any other reminds me of the high desert climate found more often in southern California or the Great Basin.

I stopped a few times in both Upper San Antonio Valley and San Antonio Valley (two distinct valleys) to photograph the wildflower displays. They were more abundant today than they were two weeks ago, the last time I came through the area, although still, I felt that they had not yet peaked.

I stopped for lunch at The Junction Cafe. The place was busy inside. Mostly motorcyclists, but bicyclists were well represented. The family that runs the place were busy taking orders and preparing sandwiches.

While I was eating, I saw Janet Martinez and her team pulling in for lunch. They were riding a similar loop but had been behind me by about 10-15 minutes in San Jose, so I missed them on the climb and at the top of the mountain by only a few minutes.

The ride into Livermore is long but not arduous. There are three climbs from The Junction, the first is the short climb past the fire station immediately to the north of the Cafe, the second and longest starts in the Mines area and climbs for about 1.5 miles alongside Sweetwater Creek, crossing the ridge into Blackbird Valley where there follows a short descent to Colorado Creek. The last climb to Eylar Summit is shorter and enjoys a nice view of endless mountains and valleys to the west.

Eylar Summit arrives as a cut in the ridge, followed by an initially swift and sweeping descent that I was able to enjoy for several miles courtesy of gravity. Along the way I gradually overtook a couple of cyclists, one of whom managed to find refuge from the usual headwind by riding in the lee of my fairing. She managed to stick with me until a few miles from the bottom.

After arriving in Livermore I stopped for about 15 minutes at the Little League ballpark at Concannon and S. Livermore Ave. The place was crowded, but the ball games were just wrapping up. More importantly, the rest rooms were open.

After refreshing myself I continued south and east on Concannon Blvd., turned left on Holmes, and pressed on up over Pigeon Pass on CA84. The east side of Pigeon Pass is the only spot on a road from which one can see San Antonio Reservoir (SFWD) shimmering like a mirage in an otherwise barren landscape in the low hills off to the south.

Cyclists taking this route find themselves near I-680 riding on a freeway for about half a mile. Traveling west a cyclist discovers that the shoulder is cracked, broken, and nearly unrideable with weeds growing in the concrete seams. I found it safer to ride in the right lane. Fortunately, traffic was light, and motorists seemed to understand by moving into the left lane. But, I wouldn't want to go this way during the morning commute hour.

I continued on CA84 by exiting the freeway at Scotty's corner and turning right to go through Sunol and Niles Canyon. Niles Canyon is another of those potentially-unpleasant riding roads for which no reasonable alternative exists for bicyclists. Several spots along the gradual descent through the canyon have no shoulder, and traffic can be rude and impatient. Fortunately, on a weekend traffic is light, and I had no unpleasant encounters.

When I got to the mouth of Niles Canyon I backtracked up Old Canyon Road, crossing Alameda Creek, and then promptly turned right onto Alameda Creek Trail. After riding on roads with fast traffic I was in the mood for a more relaxing ride through Fremont and Newark.

Alameda Creek Trail is not the fastest way through town, but it is probably the most pleasant. The trail sits atop the southern levee alongside Alameda Creek and is essentially flat, though it descends imperceptibly as it approaches San Francisco Bay. The only climbing occurs when the trail dives below bridges that cross the creek. The main hazards are encountering opposing traffic at the dips under the bridges and encountering unpredictable children or dogs on the trail.

I stopped at the two inflatable dams, the first of which appeared as a great distended garden slug, having earlier feasted on the weeds in the creek bed, taking its repose across the flow of the Creek.

I exited the Trail at Ardenwood Blvd. where I continued to Paseo Padre Parkway, and then to Marshlands Road and across the Dumbarton Bridge into a fierce headwind. I stopped at the top of the bridge to admire the unusually clear view where the tall buildings in downtown San Jose stood etched on the horizon. At the same time I found unnerving that the bridge vibrated substantially as traffic passed in the lanes nearby, especially with truck traffic.

When I got to the other side of the bridge I continued to Willow Road and then into Menlo Park. I stopped in downtown Palo Alto to visit Jobst Brandt who is still recovering from a bike crash last January but who was ailing today from a respiratory virus. As I could tell Jobst wasn't in the mood to visit and as I wasn't keen on acquiring whatever ailed him, I didn't stay long, bidding him and his caretaker, Eileen, goodbye after 20 minutes. I continued back to Sunnyvale on the Ellen Fletcher (Bryant Street) Bicycle Boulevard, Alma St., and Central Expressway, arriving home a half-hour later.

Bike Ridden:	Power Pursuit F2
Distance:	116.9 miles
Cumulative climbing:	6520 feet
Total Time:	11:04:35
Riding Time:	7:04:55
Avg. Speed (moving):	16.5 mph
Max. Speed:	49.2 mph
Nominal System Voltage:	24
Battery energy capacity:	1450 wh
Battery energy consumed:	962.95 wh
Wh/mi:	8.2
Battery Amps-Hour Used:	38.380
Max. Current:	65.78 Amps
Min. Voltage:	22.9
Max. power to rear wheel (PowerTap):	1053 watts
Avg. power to rear wheel (PowerTap):	199 watts
Total energy to rear wheel (PowerTap):	5065 kJ (1407 wh)
Total energy from motor (estimated):	2461 kJ (684 wh)
Total energy from human (estimated):	2604 kJ (723 wh)
Total energy from human (Polar HRM estimate):	2453 kJ (690 wh)

Santa Cruz, April 10, 2011 - After spending a Saturday at home cleaning house and working in the yard I got to bed early and up the next morning early and was on the road by 0730. Today I shouldn't have any daylight anxiety. I could ride slowly and enjoy the sights, have a nice relaxing lunch in Santa Cruz, and then get home in plenty of time before dark.

My plan was to ride to Santa Cruz via the coastal route and return along the CA17 corridor. My route took me west on Evelyn Ave., through Mountain View and Los Altos, and out to Foothill Expressway and Junipero Serra Blvd. to Sand Hill Road. As is usual I try to ride the first 10% or 10 miles (whichever is greater) of my planned route under my own power. When I go this way I usually make it as far as Saga Lane before I call down to the engine room. This morning I was more energetic than usual and made it as far as halfway to the top of Sand Hill west of I-280 before I became impatient.

I coasted down to Whiskey Hill Road, powered up the other side, and shortly thereafter found myself at the bottom of Old La Honda Road. I set the cruise control on "low" such that in combination with human power I averaged about 9.5 mph up the climb. Fifteen years ago I was able (just) to climb slightly faster than that on human power alone, albeit on a lighter bike.

At the top of Old La Honda I stopped to check for a cell phone signal. I was going to call my sister, Laura, to meet her for lunch in Santa Cruz. But, I only got a weak signal of one bar. I continued down the west side of Old La Honda and stopped at the open section directly opposite the faces in the rock where I often like to stop to enjoy the view in the warm sun. Here I got five bars.

After setting up a lunch rendezvous at her house I continued down the hill, stopping to photograph the recently washed out repair that looked as if the rest of the road could slide away at any moment.

I got no more than 30 feet from the slide when I felt my rear tire go soft. I pulled over and wondered if today would be one of those days when I get a bunch of flats. I never get debris-caused puncture flats any more. Either blowoffs, blowouts, leaky patches, torn or bent valves, pinch flats, or tubes abraiding on the sharp spoke recess where the rim tape slides aside. This flat was of the latter variety.

While I was fixing the flat several groups of cyclists went by. One of them could be heard loudly observing that my bike "looked like a canoe!" I've been called many things by passers by, some amusing and whimsical, some rude, but "a canoe" was a first. While I was stopped I observed that bikers' loud conversations can be heard distinctly from a long distance away.

After fixing the flat I continued to CA84 and then pressed on into La Honda. My tire felt slightly soft on the corners, but when I stopped at the top of the first uphill on Pescadero Road a quick pinch suggested it was still as hard as when I pumped it up. Maybe I was getting paranoid.

I continued on up Pescadero Road and over the top of Haskins Hill. I descended more cautiously than usual. The road was mostly clear of debris, but I couldn't shake the feeling that my rear tire was too soft. The descent went well, but as I was coming out of the last corner at the bottom of the west side of the descent near some residences, I felt the tire go soft suddenly and noiselessly (or maybe it just got soft enough to be unmistakably flat). The bike felt like it wanted to crab, the rear tire offering no sideways stability. Fortunately, I had finished the twisty stuff, but I was still moving pretty fast. I steered into the direction that the rear of the bike wanted to go and used my front brake to bring myself to a controlled stop with the rubber side down.

Curses. It was going to be one of those days. I pulled out the tube. At first I thought that the patch I had put on the tube after last week's pinch flat had leaked. Disgusted with myself, I threw that tube into the rear of the bike and pulled out a brand new tube. I carry at least two spare rear tubes these days. I also removed the tire completely and reseated the rim tape, portions of which had become folded over itself, preventing all of the spoke holes from being completely covered.

(After I got home I inspected the tube with what I thought was a leaky patch and found that the other pinch of the pinch flat I got last weekend did, in fact, cause a puncture. Or, at least it nearly punctured the tube last weekend, and my short ride on it today was enough to tear the weakened rubber, fortunately, just as I had finished descending Haskins Hill. I had reason to be paranoid, but I now felt better about my patching abilities.)

I inflated the new tube and was on my way with minimal delay. When got out to Pescadero High School I stopped again to check the tire. Still hard as a rock. I decided I would try not to think about softening tires for the rest of the day. I called Laura to tell her I would be a little later than planned and then started south on Cloverdale.

Runners with numbers were running up the left side of the road where I would normally ride, so I rode in the lane. I learned later that this was the Artichoke 10k and Half-Marathon out of Pescadero. It was a nice day to be outdoors, whether on running shoes or on wheels.

I passed the last of the runners by the time I got to Butano State Park. Here Cloverdale narrows to 1.5 lanes without a centerline and climbs over a low pass before descending to Gazos Creek Road. Another two miles on Gazos Creek Road and I found myself at CA1. I turned left and began a fast trip non-stop into Santa Cruz with the aid of a strong tailwind.

When I got into Santa Cruz I continued on Mission to Bay, then took Bay St. down to West Cliff Drive before heading through downtown, across the Laurel Street bridge and then over to East Cliff Drive. I met Laura at home first, then we met again at Dharma's in Capitola where we enjoyed an extended lunch. If I had ended my ride there I might have ordered one of the hearty specials, but since I still had to get over the hill, filling my tummy to the popping point now would have made for an unpleasant ride. One seldom goes away hungry after eating at Dharma's.

After lunch I returned on Capitola Road into Santa Cruz, then on Soquel Drive and Water Street to Market St. and up Emeline and under CA1 to North Plymouth St.

Last week I had read Ray Hosler's blog posting about the shortest and safest route from San Jose to Santa Cruz and back. I had been this way before but not recently, and I had usually taken a different combination of roads when I returned home through Scotts Valley and Los Gatos. So, today I decided to try Ray's Way.

The first segment of Ray's Way was to take El Rancho (actually starts as North Plymouth) that runs along the east side of CA17. The freeway is nearby, but it is not too noisy. At any rate, I couldn't hear it when I was wearing my ear plugs, except when a noisy vehicle went by.

El Rancho Road climbs peacefully under a canopy of trees and passes through a small gathering of residences called, Beulah Park, a community one would not even notice when roaring through on the nearby freeway.

The north end of El Rancho Road is a cul-de-sac, but just before this dead-end there's a connection to Mt. Hermon Road. I took the latter and rode into Scotts Valley, turning right on Scotts Valley Blvd.

Normally I would take a left at the first light onto Bean Creek Road, but today I continued through Scotts Valley on the main drag. It has been at least fifteen years since I had ridden this section. The road was in better shape than I recall from years ago, and on a Sunday afternoon traffic was light. So must be the case load for the local constabulary as they could be seen biding their time lying in wait for speeders along this broad boulevard.

I turned left on Glenwood Drive and continued past the local high school, checking for waiting policemen at each of the unnecessary stop signs along the way.

Glenwood Drive climbs over a low point on the ridge and then descends to Bean Creek. Still damp remnants of a mud slide covered parts of the road just south of the junction of Mountain Charlie Road.

Mountain Charlie Road is my favorite climb on the way from Santa Cruz to home. It's narrow, almost no motor traffic, and due to the varying grade, terrain, and scenery, the climb is interesting in a way that Old San Jose Road could never be.

I remember in early 1994 Mountain Charlie Road was in such bad shape that I thought the county might be letting it return to dirt. I'm afraid to report that the road is in nearly as bad shape now as it was then. If there's one good thing about having a number of residences on this road, it's that one presumes they'll light a fire under the county roads department to keep the road maintained. Unlike west Old La Honda the danger here is not that the road will slide, though it has done that in the past, but that the surface is increasingly broken and rough, like the last 100 meters at the top of east Old La Honda Road. I also happen to know that on occasion Mountain Charlie Road suffers the indignity of cut-through traffic when CA17 is backed up south of the summit.

At the top of Mountain Charlie Road I continued down Summit Road, across CA17 and then continued on the north side of Mountain Charlie Road down to Old Santa Cruz Hwy that I rode down to Bear Creek Road.

Last week on Ray's blog I had enjoyed a lively exchange over what is the shortest and safest route from Los Gatos to Santa Cruz and back. I suggested that continuing on CA17 north past Alma Bridge Road and avoiding the Los Gatos Creek Trail altogether was certainly faster, though not necessarily safer. (Not to reopen old arguments, but the Trail has its own hazards, steep grades, loose surfaces, walkers, joggers, dogs, and a mile of unfenced trail adjacent to a deep concrete creek channel. Certainly less stressful to ride, but I wonder what injuries have occurred on the upper segment of the Trail.)

I thought of taking my usual route down CA17 into Los Gatos, but then I thought of three reasons to take the Trail: (1) I noticed that Lexington Reservoir was full and may still be flowing over the spillway; I wanted to see that, (2) I wanted to continue on Ray's Way into Los Gatos so that I could experience the gestalt of his route, and (3) I was still a wee bit paranoid about my dodgy rear wheel. It would be no fun to flat while running The Rapids, so to speak.

I turned right on Alma Bridge Road and went out to the edge of the spillway. Yes, water was still flowing over. Not a torrent, but more than a trickle.

I continued over to the Los Gatos Creek Trailhead and started down the dam. I stopped on the bridge where Ray took his photo and snapped a shot of the water rushing down the spillway channel. I then continued down the trail. Except for the steep, loose section the Trail wasn't so horrible to ride. I had ridden up it not long ago, just not down it in many years. I continued under Main Street, past Forbes' Mill and then over the bridge across CA17 and twice across the creek before exiting the trail at Miles Avenue.

I then rode up to University Ave. and then took CA9 into Saratoga and then Saratoga-Sunnyvale Road to home, arriving at 1835.

Bike Ridden:	Power Pursuit F2
Distance:	124.2 miles
Cumulative climbing:	8470 feet
Total Time:	9:02:35
Riding Time:	7:25:50
Avg. Speed (moving):	16.7 mph
Max. Speed:	40 mph
Nominal System Voltage:	24
Battery energy capacity:	1450 wh
Battery energy consumed:	1165.0 wh
Wh/mi:	9.4
Battery Amps-Hour Used:	46.635
Max. Current:	70.57 Amps
Min. Voltage:	22.4
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor:	3062 kJ (851 wh)
Total energy from human (estimated):	? kJ (? wh)
Total energy from human (Polar HRM estimate):	2906 kJ (807 wh)

Mt. Hamilton Clockwise, April 3, 2011 - With all of the options bicyclists living in the south bay area have for interesting rides, two loops stand out as classics for the all-day venture: (1) a ride to the San Mateo County coast, then south on CA1 to Santa Cruz and a return trip over the mountains, and (2) the "Mt. Hamilton Loop" in either direction. Generally, (1) is best ridden on a warm day, and (2) on a cool day. I find myself riding variations on these loops several times each season.

I had intended to join Mike Mysza and his group on Saturday, the day before, on the Mt. Hamilton Loop "in reverse" or "clockwise", as I prefer to call it, but I couldn't rouse myself from slumber early enough to make the start. Moreover, the cold, overcast skies did not invite. The next day the temperatures were still cool, but the sun was out. I didn't want to miss the opportunity while the weather was ideal.

I left home at the civilized hour of 0935 and headed off across the industrial sprawl of north Santa Clara, north San Jose, and Milpitas before arriving at Piedmont Road, the foot of the mountains of the Diablo Range.

My usual route would have taken me directly up Calaveras Road, but Mike's ride had taken Old Calaveras Road. Since I hadn't ridden up Old Calaveras recently, I decided to detour to the north and climb its short wall.

Old Calaveras Road climbs steeply over a low ridge before descending 200 feet into Ed Levin Park, where it rejoins Calaveras Road. I continued up Calaveras Road, up its wall and over the ridge to within sight of Calaveras Reservoir that is still about 20 feet below its spillway. Ground squirrels were active in the fields and across the road as were many red-tailed hawks, soaring over the fields, searching for an easy meal. On my way northward I saw Steve Schmidt riding the other direction with a small group.

Since Caltrans had widened and realigned CA84 over Pigeon Pass I have in recent years taken I-680 to CA84 directly into Livermore, saving a few miles at the expense of some extra climbing. But, Mike's ride had gone through Pleasanton, so I pressed on to Pleasanton-Sunol Road and then north into Pleasanton.

I don't know what route Mike's ride took through Pleasanton, but I suspect it was Vineyard Road and not the direct route to Livermore on Stanley Blvd., where the ample shoulder was under construction and coned or walled off for the entire distance. Fortunately, traffic was light enough (and polite enough) to move into the left lane when passing me.

I continued through Livermore, passing the Flag Pole at the center of town before heading south on South Livermore Ave. I stopped as I usually do at the Little League Ball Park at Concannon Blvd. where the drinking fountains have running water. On Saturdays the rest rooms are open since games are playing, but on Sunday the rest rooms were locked. (When riding through the south side of town on Concannon Blvd., one still passes by this facility.)

After taking a short break I continued south on South Livermore Ave. that becomes Tesla Road when it curves due east. At the next traffic light I turned right on Mines Rd

Mines Road climbs gradually beside Arroyo Mocho for a few miles before going left as the straight road becomes Del Valle Road that climbs steeply over the northern end of Cedar Mountain Ridge and down again to Del Valle Reservoir and Recreation Area. Fortunately, most of the traffic is headed to Del Valle and not up Mines Road.

Shortly after the fork Mines Road begins a steep climb of about 2 miles before leveling off and becoming a rolling, gradual climb high above Arroyo Mocho, visible occasionally in the canyon below to the right.

The road climbs 500 feet over the next several miles, although the altitude gain cannot always be felt due to the usual strong tailwinds blowing up-canyon along this section. Cyclists riding in the other direction find themselves working harder than expected to descend the same 500 feet.

Near the site of Fourteenmile House, Mines Road comes even again with Arroyo Mocho before resuming its long gradual climb up to Eylar Summit. Along the way the road passes through picturesque meadows and under jagged rock outcroppings. It is still probably a week or two too early to see abundant wildflower displays, but some meadows, especially the largest meadow near the large turnout, exhibited satisfying splashes of color.

After cresting Eylar Summit (2880ft) I descended through the large S curve to Colorado Creek, named appropriately for the red soil in the region. The descent is followed by a short climb and a longer descent alongside Sweetwater Creek.

It was on this descent that I had the misfortune of running over a loose Stimsonite pavement marker, somehow flipping it up so that my rear wheel ran over it edge-on, giving me a pinch flat, my first pinch flat in many years. After fixing my flat I continued my descent to The Junction, where I paused at the Cafe for a quick lunch.

The Cafe appeared to be run by the same folks I saw last year. Although I was the only bicyclist there at the time, several groups of motorcyclists were parked out front. After lunch I pressed on, mostly downhill through San Antonio Valley and Upper San Antonio Valley that in spite of its name is actually lower in elevation.

Wildflower displays were spotty. A few pale poppies were out and an occasional spread of California Buttercups. Given all of the rain we've had in March, this year should offer a good display over the next several weeks if ranchers can keep their cattle from treading on the fields.

When riding south it always seems too soon that the road veers out of the valley and begins the first of three climbs, each increasingly longer (China Grade, Seeboy Ridge, and Copernicus Peak) back to San Jose.

Halfway up the climb to Copernicus Peak I passed a guy I had seen earlier on the northern section of Mines Road. He must have kept riding while I stopped for lunch. He was looking tired, but he had only 2 miles to go to the top of the climb. Since I was not pressed for time I stopped at Lick Observatory to use the restroom and to enjoy the late afternoon view.

The descent down the "front" side of Mt. Hamilton is long and somewhat tedious. The road is mostly well-sealed, certainly better than west Old La Honda Road that is determined to slide out and break up this season. But the combination of subsidence pockets beneath the road surface that leave pits and dips in the roadway not easily seen and ridges of asphalt created by too-fast traffic and hard braking and cornering make for a bumpy descent. I call the former invisible potholes, not as hard on the bike as real potholes, but still uncomfortable and potentially dangerous when ridden over without preparation. Yet, in spite of all the recent rain I did not find more than the usual amount of sand, dried mud, rocks, and gravel around some of the turns.

I was getting tired by the time I got down into San Jose and did not spend extra time or effort while retracing my route through the heavier traffic in the industrial sprawl of north San Jose. I arrived home at 1840.

Bike Ridden:	Power Pursuit F2
Distance:	78.07 miles
Cumulative climbing:	6330 feet
Total Time:	7:01:51
Riding Time:	5:08:41
Avg. Speed (moving):	15.1 mph
Max. Speed:	? mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	741.16 wh
Wh/mi:	9.5
Battery Amps-Hour Used:	29.176
Max. Current:	73.70 Amps
Min. Voltage:	23.0
Max. power to rear wheel (PowerTap):	? watts
Avg. power to rear wheel (PowerTap):	? watts
Total energy to rear wheel (PowerTap):	? kJ (? wh)
Total energy from motor:	1948 kJ (541 wh)
Total energy from human (estimated):	? kJ (? wh)
Total energy from human (Polar HRM estimate):	1856 kJ (516 wh)

Pescadero, March 30, 2011 - Hills 'R' Us left on time from Shoup Park, so I had to play catch-up. This time as usual my stoker did no work for the first 10-15 miles (or until the first significant up-grade), so I wasn't going faster than the group until I got to Old La Honda Road, where I finally caught up.

We continued down the west side of Old La Honda Road where I observed that the road is transforming itself into a dirt road in several places, and the recently-repaired section (where I actually saw the road crews working recently) has slid out again. We then continued on to La Honda for a quick stop at the market before pressing on to San Gregorio, while trying with mixed success to maintain an orderly paceline. We turned left on Stage Road and continued over the two short hills into Pescadero for a longer lunch break at Archangeli Market. The picnic area behind the store was warm and pleasant on this, the first warm day of spring.

Either because I ate slowly or because my sandwich was unusually large, I found myself finishing alone after everyone else had resumed the second half of the ride up Pescadero Road. I finally finished, though I wished for a slightly longer break to digest lunch. Normally I would allow my stoker to rest on most of the gradual climb up Pescadero Road, but to forestall a case of side-stitches I called for some assistance on this rolling climb up to Memorial Park, where I caught up to the rear of the group.

At Alpine Road we turned right and continued up along Alpine Creek through the Heritage Grove and regrouped at Portola State Park Road. Even though I had not worked as hard as most of the others by this point, I felt like taking a nap in the balmy air. After a short break we pressed up the upper section of the climb. By this point the group had become too split up to regroup as one, and at Page Mill Road those of us present went home our separate ways.

Bike Ridden:	Power Pursuit F2
Distance:	101.2 miles
Cumulative climbing:	6590 feet
Total Time:	7:13:49
Riding Time:	6:20:38
Avg. Speed (moving):	15.9 mph
Max. Speed:	50.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	907.9 wh
Wh/mi:	8.9
Battery Amps-Hour Used:	36.370
Max. Current:	65.80 Amps
Min. Voltage:	22.6
Total energy from motor:	2419 kJ (672 wh)
Total energy from human (Polar HRM estimate):	2324 kJ (646 wh)

Pillar Point, March 17, 2011 - I rode from home up Page Mill Rd, down west Alpine Road and then out to San Gregorio. I then rode north on Stage Road and CA1, detouring onto Purisima Creek and Higgins-Purisima Roads before heading through Half Moon Bay and northward to Pillar Point.

When I got to Pillar Point I found a full parking lot, two TV camera crews and an overhead KTVU helicopter. No one was surfing at Mavericks—the tide was out, but a small gathering of people were huddled on the beach. I later learned that a surfer (Sion Milosky) had died in the surf the day before.

While I was watching the mild surf, another recumbent rider, Grant, came riding up on his BikeE. Grant, 84, lives in Half Moon Bay and rides out to Pillar Point regularly.

I returned to Half Moon Bay and then rode up CA92, the least-pleasant part of my ride. At Skyline Blvd. I turned southward and continued up to Kings Mountain where it seemed every turnout or driveway featured a live security guard or policeman. I wondered what was going on, but I didn't stop to ask.

I turned left on Kings Mountain Road and descended into Woodside, then rode through Portola Valley and home on Junipero Serra Blvd. and Foothill Expressway.

Bike Ridden: Power Gold Rush

Distance: 85 miles

Cumulative climbing: 7300 feet

Big Basin, March 12, 2011 - I rode with Mark Yelencich and friends, Glen and Jerome, through Big Basin and back, riding Redwood Gulch, CA9, CA236, North Escape Road, Bear Creek Road, Skyline Blvd., and Page Mill Road.
Pacelining to San Gregorio, March 9, 2011 - Here are a few photos I took while the group on today's ride was trying to stay on my tail from La Honda to San Gregorio. We started out together, but eventually the group peeled off. The problem is that I can only see the guy behind me hanging on, and so I assume incorrectly that the rest are, too.

Bike Ridden:	Power Gold Rush
Distance:	105.9 miles
Cumulative climbing:	7400 feet
Total Time:	7:03:32
Riding Time:	6:05:59
Avg. Speed (moving):	17.36 mph
Max. Speed:	48.0 mph
Nominal System Voltage:	24
Battery energy capacity:	1484 wh
Battery energy consumed:	1230.0 wh
Wh/mi:	11.6
Battery Amps-Hour Used:	49.329
Max. Current:	58.73 Amps
Min. Voltage:	23.3
Total energy from motor:	3100 kJ (861 wh)
Total energy from human (Polar HRM estimate):	2947 kJ (819 wh)

To Bonny Doon and Back, March 4, 2011 - Since the coming weekend's weather is threatening to be less than ideal, I decided to do my weekend ride today (Friday) as today's weather promised to be the best for the next few days.

I left home at 0940 and headed out of Sunnyvale on Evelyn Ave, then through Mountain View and Los Altos to El Monte and Foothill Expressway before heading north to Page Mill Road, then Arastradero, Alpine, and Portola before climbing up Old La Honda Road. A few cyclists were out, but once I crossed Skyline Blvd. and headed down Old La Honda (west) and CA84, I saw no more cyclists until I got near Ano Nuevo, and few cyclists for the remainder of my ride.

I rode CA84 out to CA1 and then headed south. I took a few photos on the way down the coast, but the light was not ideal for photography. The sky was a milky white, typical of pre-storm ice clouds. Colors were dull and bland, yet shadows were still harsh. Worst of both worlds.

The construction zone near Pescadero Road featured a crane whose boom looked almost as long as the top of the hill north of Pescadero Beach is high.

After the construction zone motor vehicles passed in platoons about 6-7 minutes apart, making riding out of the debris and in the traffic lane easier for much of the remaining journey south. I only needed to ride the shoulder while the platoons were passing.

I pressed on past Davenport and turned left on Bonny Doon Road, then turned right on Martin Road and stopped at Karl Abbe's shop (Zzip Designs) to speak with him about getting a replacement fairing. Unfortunately, Karl had just gone down the hill to Davenport to get his mail—we probably passed each other on the road—but was expected to be back in about 15 minutes. I waited in the warm sun and ate a few energy bars in lieu of lunch in Davenport and watched a young doe quietly chew some weeds in a nearby field. After half an hour I decided Karl must have found other business to attend, and I had to get moving if I wanted to get home at a reasonable hour (with a reasonable safety margin in case of trouble). But, I was not annoyed as Karl was not expecting me. Stopping made for a nice change of pace.

I continued up Martin Road, through the burn area in the Bonny Doon Preserve. Then I descended Ice Cream Grade across Laguna Creek and back up to Empire Grade, then down Felton-Empire Grade into Felton. I crossed CA9 and then turned left on E. Zayante Road. Traffic was heavy on the lower part of E. Zayante as far as the turnoff for Lompico. I took some comfort in the thought that these motorists making my ride less pleasant were paying an increasingly high price for the privilege of doing so.

Above Lompico and the small residences of Zayante, traffic became almost non-existent, and I had a peaceful climb up to Summit Road While I rode through Zayante I noticed the occasional smell of rotten eggs, similar to the smell of a natural gas, but slightly different. Was it propane? Maybe someone had a leaky tank. But I was getting a strong whiff of it at several points along the way. I also noticed the same smell up in Bonny Doon, especially at the bottoms of canyons, which makes me suspect leaky propane tanks. I wonder if people's tanks and piping developed leaks during the recent cold weather.

On the intermediate downhill on Upper Zayante Road I encountered the hazard of a damp, slick metal grate that had been placed over a road repair at the apex of a turn. I only saw this at the last moment and had only enough time to straighten my turn and head across the road—no opposite traffic, to avoid slipping while in the turn.

When I got to the top of Zayante Road I turned left on Summit then right on Bear Creek, descending swiftly to CA17 that I took me directly into downtown Los Gatos—I got a lucky break in traffic to catch the left-hand exit. The alternative and usual exit is at CA9, but the Saratoga-bound exit can be tricky if there is traffic entering CA17 northbound as the merge is very short.

From Los Gatos I headed toward Saratoga, then veered right on Quito and continued on Lawrence Expressway. As I neared home it seemed like I had only a few minutes earlier been climbing Zayante, so quick was the descent out of the mountains on Bear Creek and CA17. No wonder the locals like that commute route.

Bike Ridden:	Power Gold Rush
Distance:	84 miles
Cumulative climbing:	7500 feet
Total Time:	6:47:25
Riding Time:	6:14:16
Avg. Speed (moving):	13.41 mph
Max. Speed:	44.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	897.96 wh
Wh/mi:	10.7
Battery Amps-Hour Used:	35.620
Max. Current:	56.66 Amps
Min. Voltage:	23.0
Total energy from motor:	2262 kJ (628 wh)
Total energy from human (Polar HRM estimate):	2324 kJ (646 wh)

Soda Springs Road and Weaver Road, February 28, 2011 - It had been too long since I had ridden south and up into the mountains through Los Gatos and past Lexington Reservoir, so I began my ride by heading south on Lawrence Expressway, slightly uphill and into a weak headwind. Riding on a county expressway might not sound like fun, but it's really not so bad as the expressway allows for safe, efficient travel with a minimum of stops and intersections, and it helped that I got lucky with a long sequence of green lights.

I continued south on Quito Road, then CA9 into Los Gatos. I turned right on University then left on Miles Ave to the Los Gatos Creek Trail. I decided to pick up the Los Gatos Creek Trail earlier than the usual connection at Main Street so that I could pass by the Forbes Mill on Los Gatos Creek (now a museum) on my way into the mountains.

I could see that the creek was flowing swiftly from the recent rains. Water was standing in puddles or running across the trail in many places, but the trail was not muddy.

After I climbed up the dam face I continued left on Alma Bridge Road. As I passed Soda Springs Road I paused, recalling the last time I rode up that road was more than ten years ago. So, I decided to head up the long climb (>2400 feet) to its end.

Soda Springs Road climbs for almost six miles up a nearly unbroken grade of approximately 8%. Unfortunately, the road climbs a mountainside with northern exposure, mostly through groves of bay and live oak, and the views are obscured. I passed many residences, more than I recall the last time I rode this road back in the mid-1990s. One residence near the top even had a small astronomical observatory dome. The road surface was in reasonably good shape, having been chip-sealed sometime in the last year.

As I passed Weaver Road (not a through road) I made a mental note to explore it on my way down Soda Springs Road. The end of Soda Springs Road approaches with little warning or fanfare, only a sign 500 feet from the end, and the gate at the top has more threatening signs than it did in the 1990s. A small but thick patch of dirty snow stood next to the gate.

I returned back to Weaver Road and turned left. I had never before ridden Weaver Road, and I couldn't remember how far it went. But, I determined to find out.

As soon as I started down Weaver Road the view to the west and south opened up magnificently. If not for the taller vegetation Soda Springs Road would enjoy a similar view. I continued down Weaver Road for just over a mile (and a descent of 400 feet) until I reached a gate and what looked like someone's driveway at the bottom.

Imagine having to commute up this road and down most of Soda Springs Road (and Alma Bridge Road) every day as some of these residents must do. I then thought of the rapidly increasing price of gas. No thanks. But like a good dessert that's better when it isn't eaten breakfast, lunch, and dinner, the countryside and magnificent views are best enjoyed occasasionally as a treat.

I returned up Weaver Road and then continued down Soda Springs Road to Alma Bridge Road. I turned left, but was stopped by a road crew clearing debris from next to the road. Less than a minute later and I was waved through.

I continued up Aldercroft Heights Road and Old Santa Cruz Highway. At Holy City I turned right and climbed steeply up under CA17 and through Redwood Estates. At Summit Road I turned right and headed north to Bear Creek Road and Skyline Blvd.

I continued on Skyline over the Castle Rock Summit, where I found a few remaining patches of dirty snow by the road. The temperature was a cool 47F at the high point on Skyline Blvd. (3100ft). I continued on Skyline Blvd. to Old La Honda Road where I turned right and descended into Woodside.

My route home from the base of Old La Honda Road was Portola to Sand Hill Road and then Junipero Serra Blvd., Foothill Expressway and back into Sunnyvale on Fremont Ave. I arrived home just after 1700.

Bike Ridden:	Power Gold Rush
Distance:	96.1 miles
Cumulative climbing:	7310 feet
Total Time:	7:48
Riding Time:	6:49:36
Avg. Speed (moving):	14.1 mph
Max. Speed:	47.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1254 wh
Battery energy consumed:	1015.4 wh
Wh/mi:	10.6
Battery Amps-Hour Used:	40.504
Max. Current:	92 Amps
Min. Voltage:	22.2
Total energy from motor:	2559 kJ (711 wh)
Total energy from human (Polar HRM estimate):	1883 kJ (523 wh)

Snow and Sand, February 20, 2011 - The entire preceeding week had been stormy, cold, and wet. After last week's wonderful weather on the MegaMonster Enduro ride at the end of our summer in winter, we got Winter II with a vengeance. With snow on the local hills and low-pressure systems that hung over the area for a day or more dumping continuous rain, I was ready by Sunday to get out and ride.

The day broke clear and bright. By the time I got my act together and was out the door at 0930, a few puffy clouds had started to form over the hills. I headed out from home on one of my routes to Foothill Expressway and El Monte Road. I took El Monte Road toward the hills, using only pedal power until I reached the hairpin turn that marks the start of the steep section of Moody Road. From that point I set the cruise control (constant voltage into the motor) and climbed at a slow to moderate pace, enjoying the fresh air and the sound of water running in every channel near the road.

A short distance uphill from Moody and Page Mill Roads I slowly gained on an older guy who was climbing at a good clip. He managed to stay with me until we got into the steep stuff below Shotgun Bend. As I drew near to Montebello Open Space patches of snow appeared next to the road, elevation about 2000 feet. The biggest patches were barely thick enough to cover the ground, and any snow that was lying in the sun was melting fast. Temperature was 40F.

As I continued up Alpine Road to its summit west of Skyline Blvd. I saw a few more snow patches, but none as large was what I saw on Page Mill Road. The old guy I saw on Page Mill caught up to me along this section. He must not have wasted any time. We both stopped at the summit of Alpine Road to put on more clothing before the long, cold descent. I stopped again once at the open, flat area with a view to photograph clouds over the Pescadero Creek watershed. I saw many cyclists climbing the other direction. They must start early in the morning to be on the return trip by late morning.

By the time I reached Pescadero Road my fingers were aching from the cold, even though they are relatively sheltered behind the fairing. Temperature was 39F behind the fairing. I continued up Pescadero Road and down the other side, exercising some caution on the curves as I did not know if the road would be clear of storm debris. The road under the redwoods was still slick, but elsewhere it was only damp or dry.

I continued out to Pescadero, past the town, then turned left at the fire station and up Bean Hollow Road. I took Bean Hollow Road out past the landfill and the artichoke fields and then descended again to CA1 near Bean Hollow Beach. I turned left on CA1 and headed south, detouring out to Pigeon Point to see the surf and one large red-tail hawk and a smaller falcon hunting (separately) for their meals, before I reached Gazos Creek Beach House where I bought a drink to go with lunch I had packed.

I backtracked a bit to Gazos Creek Beach to enjoy the view of the ocean while I ate lunch. After lunch I returned to Gazos Creek Road and started the ride toward home. My route followed Gazos Creek Road to Cloverdale Road and then into Pescadero itself before taking Stage Road north to San Gregorio and again to CA1.

On Cloverdale Road I met up with a prosperous looking couple on a tandem who had had some sort of mechanical mishap while climbing the short steep wall on the south end of Cloverdale Road. They re-started going downhill then did a U-turn and followed me up the hill. On the way down the gradual north side past Butano State Park they passed me. It is fortunate for them that I was behind them at that point as less than a minute later a black object came flying off of their bike, landing on the road in front of me. I stopped and picked it up. It was a cell phone. They told me earlier that they were headed to San Gregorio, so I followed them but not too closely. They were riding fast, and I was more in the mood to enjoy the scenery. We connected again in Pescadero when they turned into the Archangeli Store, where I returned their phone to them.

On my way out of Pescadero I ran into Patrick Goebel and Bob ?. While we were riding together a spoke on Bob's front wheel broke at the nipple. Never seen a break there before, nor on a front wheel. His front wheel has 24 spokes, so he had to stop and make an adjustment to keep his brake from rubbing. Good thing he didn't break the spoke on a descent!

After I passed through San Gregorio I didn't see another cyclist on the road until after I had climbed Tunitas Creek Road and descended part way down Kings Mountain Road. I passed a couple of small snow patches near the top of the former, and did my best to avoid slick wet patches and debris on the latter, so again I descended carefully, yet I still managed to catch up to a motorist who was exercising even more caution. I was also testing a new rear disc brake to see how it would hold up under the abuse of being dragged most of the way down the hill. The brake worked fine, although the rotor was hot enough to boil water when I got to the bottom of the hill, and I noticed that my brake lever was starting to bottom out during hard braking. Did my pads wear that much in one ride? (After I got home I also saw that my rotor, an Avid BB7 203mm, had warped slightly, but bending it back to true with a crescent wrench was not difficult.)

The trip home from Woodside went without incident. I took Whiskey Hill Road to Sand Hill Road, stopping to examine the large traffic island onto which Jobst Brandt came to grief a month ago when he was heading to the coast on one of his long rides. I turned right on Santa Cruz Ave. then left on Junipero Serra Blvd., continued on Foothill Expressway, and proceeded home on a different route than my outgoing route, arriving home at 1715, shortly before sunset.

Bike Ridden:	Power Pursuit F2
Distance:	100.7 miles
Cumulative climbing:	5220 feet
Total Time:	3:45:20
Riding Time:	3:41:02
Avg. Speed (moving):	27.3 mph
Avg. Speed (overall):	27.16 mph
Max. Speed:	51.4 mph
Nominal System Voltage:	24
Battery energy capacity:	1484 wh
Battery energy consumed:	1323.3 wh
Wh/mi:	13.1
Battery Amps-Hour Used:	53.670
Max. Current:	59.44 Amps
Min. Voltage:	22.5
Max. power to rear wheel:	937 watts
Avg. power to rear wheel:	419 watts
Total energy to rear wheel:	5585 kJ (1551 wh)
Total energy from motor:	3478 kJ (966 wh)
Total energy from human:	2107 kJ (585 wh)

Low-Key MegaMonster Enduro, February 12, 2011 - I did a little bit of everything on this ride: helped out a bit at the start and finish, rode the 100-mile course, and took photos along the way, trying to get at least one photo of everyone. It was also nice to work again with the Low-Key cast of characters before Low-Key goes into hibernation for the cycling season until the 2011 Hill Climb series.

At the start I met Edward Lyen, fellow hybrid e-biker from San Francisco and importer of the Infineon controller. Ilia Brouk, also of San Francisco (ebikessf.com), had pre-registered but was unable to ride due to illness. Maybe next year.

The morning started cool but not cold as last year, and things warmed up quickly by the time I shoved off from the start line at 0942. Last year I had used a smaller motor on my rig that ended up having problems near the most distant point on the course, not because it was too small but because a circuit trace on the Hall sensor board broke and would only make good contact when the motor was hot. Finding a fix that would get me 50 miles back to the start wasted about 20 minutes of my time on the road.

This year I was using a MAC-BMC motor (similar to Powerpack) with Hall sensors tuned for the Infineon controller. The MAC-BMC motor is a bigger motor than the 24-volt Transmagnetics motor I used in 2010, and its efficiency is slightly greater.

The bike was loaded with 1.45 kwh of batteries, although I did not intend to use all of the stored energy. Batteries don't like to be drained to zero, so my goal was to use about 90-95% of my stored energy (a pair of Valence RT batteries and a pair of smaller batteries I built up from Headway LiFePO4 cells). Normally I'd aim to use not more than 80%, but for a timed event I'm willing to push the batteries a bit.

Before the event I had printed up a cue sheet showing what I estimated to be a reasonable wh/mi consumption rate at various waypoints along the course for an end usage of 1000 watt-hours, 1250 watt-hours, and 1450 watt-hours. I was aiming for a total usage of 1250 watt-hours or maybe a bit more. By looking at my consumption rate periodically I would know if my thumb on the throttle was too light or too heavy and could adjust accordingly.

The first ten miles of the course are on a mostly straight highway ("Airline Highway", as it is called) that is slightly uphill more often than downhill when heading from north to south. Also, unexpectedly this morning, I noticed a light headwind blowing from south to north. This headwind gave me some worry that I would need to consume more energy on the first half of the out and back course, leaving too little battery energy to complete the return trip. When I wasn't snapping photos of other riders on the course I did my best to hunker down behind the fairing as much as possible and kept the output power (measured by a PowerTap hub) in the 400-500 watt range.

The Infineon controller I was using from Grin Technologies Ltd. has a convenient cruise control feature such that I hold one throttle position for about 8 seconds, and the controller will maintain that throttle setting. To minimize losses in the controller I set the throttle to maximum and used my gearing to vary the load and hence the power demanded for a given speed.

Unlike last year's event, this year there was no adventure to report. I had no mechanical problems. No flats, no human problems aside from the usual fatigue toward the end. I did have one minor, though extremely annoying problem that I was able to resolve without stopping. I opened a packet of Gu and made the mistake of holding it about the middle with one hand while I put the plastic stub I tore off into a jersey pocket. I realized my error when I noticed my fingers covered with gel, as well as my Grip shifter. I used half a bottle of water to rinse my hand and shifter. Fortunately, the gel dissolves easily in water. No soap needed.

Last year I had spent several minutes at the Bitterwater checkpoint to adjust my bike as I had not got it quite adjusted to my body, having built it up the night before from a bare frame. This year I kept my stops to a minimum, about 4 minutes altogether for three stops. The clock keeps ticking at the checkpoints.

On the first half of a ride like this or of any ride, for that matter, I try to use less motor and more pedaling. The idea is that it is better to have juice left in the battery at the end than to pedal the last part of the course with no juice in the battery.

When I got to the turnaround point I had used slightly less than half the battery capacity, so I knew I could press harder on the return trip. There is more descending on the return trip, but there is also the risk of stronger afternoon north to south headwinds on the last ten miles. The morning headwind was somewhat comforting in that respect. Perhaps the afternoon headwind would not blow. Well, the afternoon headwind did blow, but only in the last five miles.

Wind direction has a significant effect on power requirement. When moving 35 mph with the light tailwind I was pulling about 100-200 watts into the motor (in addition to my pedaling), but with the stronger headwind I was pulling 500-700 watts to maintain the same speed.

Overall I had a fine ride. Weather was just about perfect with temperature in the low- to mid-70F range (22-23C). No wind would have been best, but that condition only occurs during heat waves.

Here is a link to the page for MegaMonster 2011 results, overall and split times, for all participants.

Here is a link to the MegaMonster 2011 general information page.

Bike Ridden:	Power Pursuit F2
Distance:	100.4 miles
Cumulative climbing:	7450 feet
Total Time:	6:48:11
Riding Time:	6:08:11
Avg. Speed (moving):	16.3 mph
Max. Speed:	49.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	920.7 wh
Wh/mi:	9.2
Battery Amps-Hour Used:	36.481
Max. Current:	70.02 Amps
Min. Voltage:	22.4
Max. power to rear wheel:	1125 watts
Avg. power to rear wheel:	212 watts
Total energy to rear wheel:	4675 kJ (1299 wh)
Total energy from motor:	2385 kJ (663 wh)
Total energy from human:	2290 kJ (636 wh)

Sunday Ride, February 6, 2011 - I rode a zig-zagging route from home to the coast and back, visiting Page Mill Road, Pescadero Road, Stage Road, Tunitas Creek Road and Skyline Blvd. (among others).

Bike Ridden: Power Gold Rush

Distance: 47 miles

Cumulative climbing: 3200 feet

WW LDT Ride: Seascape, February 5, 2011 - I joined the Western Wheelers ride out of Seascape near Aptos. Our route, the "D" Route, took us through the back streets of Aptos, through Seacliff State Beach, then over to Corralitos along Valencia, Cox, Day, and Hames Roads. After a brief stop at Corralitos we continued on Browns Valley, Hazel Dell, Mt. Madonna, and Casserly Roads, stopping at Gizdich Ranch for lunch and pie. After lunch we returned to Seascape through Freedom and Larkin Valley Road.

Bike Ridden:	Power Gold Rush
Distance:	98.1 miles
Cumulative climbing:	5000 feet
Total Time:	8:15
Riding Time:	6:06:04
Avg. Speed (moving):	16.07 mph
Max. Speed:	45.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	755.51 wh
Wh/mi:	7.7
Battery Amps-Hour Used:	29.804
Max. Current:	71 Amps
Min. Voltage:	23.8
Total energy from motor:	1904 kJ (529 wh)

GPC Ride: Suisun City, January 29, 2011 - I joined Zach Kaplan and the Grizzly Peak Cyclists (led by Mark Abrahams) at Spruce St. and Grizzly Peak Blvd. in Berkeley at 0800 for a round-trip ride to Suisun City. I had not been out this way since I had ridden a loop through Rio Vista with Richard Mlynarik back in 1995.

Our outbound route took us on the Grizzly Peak Century northern loop as far as Crockett where we crossed the Zampa Bridge to Vallejo. We then rode through neighborhoods of Vallejo before riding Lake Herman Road across the low hills to Benicia. At Lopes Road we turned north to Cordelia and then rode east to Suisun City. After taking a short detour to see the Suisun City waterfront we stopped for lunch at Taqueria Tepa.

Those of us not taking Amtrak back to Berkeley began our return trip at 1300, retracing our route to Cordelia into an increasingly heavy mist, enough to wet the road, the railroad track crossings, and our glasses, but not to soak our skin. By the time we reached the Benicia Bridge it was clear that the rain expected by evening had arrived earlier than forecast.

We took Shell Ave. through the hills of residential Martinez, then Estudillo and Alhambra Way before heading out of town on Alhambra Valley Road and returning to the Berkeley area. After climbing Pig Farm Hill I left the group and took The Bears (Bear Creek Road) back to Wildcat Canyon Road instead of the flatter but more circuitous Alhambra Valley Road, Castro Ranch Road and Camino Pablo Ave. The rain/mist continued on and off for the duration of my trip, being heaviest near the summits of the climbs on Bear Creek Road and Wildcat Canyon Road and absent on most of the climb up Wildcat Canyon Road.

Bike Ridden: Power Pursuit F2

Distance: 109 miles

Cumulative climbing: 6000 feet

Santa Cruz, January 22, 2011 - I rode a quick loop from Sunnyvale to Santa Cruz and back. Up Old La Honda, down CA84, south CA1, return on Glen Canyon, Bean Creek, Mountain Charlie, and Old Santa Cruz Hwy.

Bike Ridden:	Power Gold Rush
Distance:	87.9 miles
Cumulative climbing:	5000 feet
Total Time:	7:03:11
Riding Time:	5:53:16
Avg. Speed (moving):	14.93 mph
Max. Speed:	48.2 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	672.04 wh
Wh/mi:	7.6
Battery Amps-Hour Used:	26.375
Max. Current:	69.6 Amps
Min. Voltage:	23.6
Total energy to rear wheel:	4137 kJ (1149 wh)
Total energy from motor:	1695 kJ (471 wh)
Total energy from human:	2442 kJ (678 wh)

GPC Second Saturday Ride, January 8, 2011 - I joined Zach Kaplan for the Grizzly Peak Cyclists Second Saturday ride from Orinda BART, through Contra Costa County and south to Sunol, returning on Palomares and Redwood Roads. The day was cold and foggy. We didn't see the sun. The temperature started at 39F and rose to a balmy 48F before falling again, accompanied by renewed drizzle on the last ten miles.

2010

Bike Ridden: Power Gold Rush

Distance: 38 miles

Cumulative climbing: 2500 feet

Zach Rides the Hybrid Gold Rush, December 4, 2010 - I loaned Zach Kaplan my hybrid Gold Rush, and the two of us rode a short ride through the local hills, stopping near the end to enjoy the view at the Rancho San Antonio viewpoint.
Low-Key Hillclimb: Mount Hamilton, November 25, 2010 - Photos from the Low-Key Hill Climb up Mt. Hamilton on a cold Thanksgiving Day.
Bike Ridden: Power Gold Rush

Distance: 71 miles

Cumulative climbing: 6300 feet

Native Sons, Star Hill, and Bear Gulch (west) Roads, November 17, 2010 - Today I joined the Western Wheelers Wednesday Hills 'R' Us ride. Our route took us up Kings Mountain Road, then down Tunitas Creek Road to Star Hill Road where we descended and climbed Star Hill and Native Sons Roads.

Somehow I got ahead of the group on the climb up Kings Mountain Road. They may have stopped at rest rooms in Huddart Park that were not visible from the road. In any case since I was ahead of the group I decided to do the "hat trick" and add the descent and climb of Bear Gulch Road (west) before rejoining them in Skylonda where they would stop for lunch. This all worked out, and we rode mostly as a group from Skylonda home.
Bike Ridden: Power Gold Rush

Distance: 70 miles

Cumulative climbing: 5500 feet

Gazos Creek Road, November 13, 2010 - After the Low-Key Hillclimb up Bonny Doon and Pine Flat Roads I rode over to Big Basin State Park and then rode Gazos Creek Road to the coast, then returned to Santa Cruz south on CA1 as the sun was getting low in the sky.
Low-Key Hillclimb: Bonny Doon/Pine Flat, November 13, 2010 - Photos from the Low-Key event on Bonny Doon and Pine Flat Roads
Low-Key Hillclimb: Welch Creek Road, November 6, 2010 - Photos from the Low-Key event on Welch Creek Road.
Old Haul Road, October 16, 2010 - Photos taken in Portola State Park, at the new Bailey bridge over Pescadero Creek, and on Old Haul Road.
Low-Key Hillclimb: Portola State Park, October 16, 2010 - Photos taken on the way to, before, during, and after the Low-Key Hill Climb from Portola State Park to the summit of Alpine Road.
Low-Key Hillclimb: OLH, October 9, 2010 - One panorama taken at the gathering area before the ride, and one photo taken on the post-ride ride.
Low-Key Hillclimb: Montebello, October 2, 2010 - Photos taken at the start, promenade, finish, and cool-down ride.
Bike Ridden: Power Gold Rush

Distance: 45 miles

Cumulative climbing: 5300 feet

Mammoth Full Tour, September 15, 2010 - No one wanted to hike today, so I went out on the bike and did what I call the "full" tour of the Mammoth Lakes area, a tour that gives me 45 miles of interesting roads without touching US-395.

The route goes from town up past the ski resort, over Minaret Summit and down to Reds Meadow, then back again into town as far as Old Mammoth Rd. Then one takes Old Mammoth Rd. up to Lake Mary Rd. and then out to Horseshoe Lake, Lake George, Lake Mary, out to the Duck Pass Trailhead, then back along the east shore of Lake Mary, and down Lake Mary Rd. into town again. Since I rode at the end of the day, the low angle of the sun enhanced the scenery.
Bike Ridden: Power Pursuit F2

Distance: 100 miles

Cumulative climbing: 6800 feet

Aptos, August, 2010 - I rode from home to Santa Cruz via Los Gatos and Corralitos, stopping at Zameen in Aptos for lunch with Laura and Michael. I returned on Rodeo Gulch, Mtn. Charlie, Redwoods Estates, and CA17.
Bike Ridden: Power Pursuit F2

Distance: 111 miles

Cumulative climbing: 9200 feet

Davenport, July, 2010 - I joined Mike Mysza's "E" ride to Davenport. We started from Gunn High School, rode up Page Mill Road and continued into Pescadero on Alpine and Pescadero Roads. We then turned south on Bean Hollow Road and CA1, stopping in Davenport for lunch. Our return trip took us on Bonny Doon Road, Pine Flat Road, Empire Grade Road, Jamison Creek Road, and CA9. From Saratoga Gap we took separate routes home.
Pomponio Creek Road, July, 2010 - On my way from Pescadero to San Gregorio on Stage Road I decided at the last minute to explore a road I had never ridden before, Pomponio Creek Road. I had ridden by its intersection with Stage Road many times, but since I was always trying to carry my momentum through the spot where Stage Road dips down to Pomponio Creek, I never took the trouble to slow down and detour up Pomponio Creek Road. As you can see from the photos, the scenery isn't extraordinary. In fact, it's just like that of Stage Road except that it is flatter as it travels up a valley past a few ranches alongside Pomponio Creek.
Mt. Umunhum Road, July, 2010 - I rode the Western Wheelers "Hills-R-Us" ride that included a climb up Mt. Umunhum Road.
Bike Ridden: Power Pursuit F2

Distance: 48 miles

Cumulative climbing: 3300 feet

Ridgecrest Road, June, 2010 - I rode from the south end of the Golden Gate Bridge to Mill Valley, up Montford, Molino, Edgewood, Sequoia Valley, Panoramic Highway, and Pan-Toll Road to Ridgecrest. I then rode northwest down Ridgecrest then turned right on Fairfax-Bolinas Road and descended into Fairfax where I stopped for several hours at a memorial gathering for master bike mechanic, Conrad Oho. After the memorial I returned to the Golden Gate Bridge on the standard bike route through eastern Marin County.
HPV Races at Hellyer Velodrome, June, 2010 - I rode from home to Hellyer Park Velodrome in San Jose, CA to spectate at the HPV Races. There are a few equipment photos, but most are of the race events.
OHPV ePower Challenge, May, 2010 - David (my dad) and I travelled to Portland, Oregon over Memorial Day weekend so that I could participate in OHPV's (Oregon Human Powered Vehicles) ePower Challenge at the Portland International Raceway. The main events of the day included looking at the different e-bikes, talking with their builders, and participating in a couple of races. Dad took most of the photos and videos.
OHPV Human Power Challenge Road Race, May, 2010 - These are photos from the Human Power Challenge road race at PIR (Portland International Raceway).
OHPV Human Power Challenge Obstacle Race, May, 2010 - These are photos from the Human Power Challenge obstacle race at PIR (Portland International Raceway).
Left Coast Velomobile Gathering, May, 2010 - These are photos of various velomobiles at PIR (Portland International Raceway) and on a short group ride out to Kelly Point Park where the Willamette and Columbia Rivers converge.
Tour of California, Stage 4, May, 2010 - I rode from home in Sunnyvale across the valley to east San Jose and climbed Sierra Road to the summit, where I gave an unplanned interview to Neil Browne of Versus TV.

Following the interview I rode 1/4 mile down the hill to find a spot to watch the race go by. The race went by. I returned home by climbing again to the summit and descending Felter, Calaveras, and Old Calaveras Roads.

The incoming front that we could see to the northwest during the race was approaching quickly, and I got sprinkled on a little bit before I got home.
Bike Ridden: Power Pursuit F2

Distance: 87 miles

Cumulative climbing: 5500 feet

Tour of California, Stage 3, May, 2010 - Starting in Santa Cruz I rode north on CA1 to The Bike Hut on Tunitas Creek Road The coast highway was remarkably free of traffic, and the passage of the recent weather front had left the air with a clean scent—in a few spots I sniffed what bore a strong resemblance to cooked Basmati rice—and the sky filled with interesting clouds.

After hanging around The Bike Hut to watch the race go by, I returned south on CA1 and rode up Bonny Doon Road as far as Smith Grade Road to take in the spectacle. As I had an hour wait on Bonny Doon Road I see now that I would have had enough time to ride further up Tunitas Creek Road to watch and still have time to get down to Bonny Doon Road before the road was closed for the race.

After the race went by on Bonny Doon Road, I quickly took Smith Grade Road to Empire Grade Road to watch what remained of the race go by there. Then, I followed the race convoy back into Santa Cruz. It was a quick trip into town with the race route held clear for several minutes after the last of the convoy went through.
Bike Ridden: Power Gold Rush

Distance: 71 miles

Cumulative climbing: 8000 feet

Kings Ridge Loop, May, 2010 - I rode most of the way with the Western Wheelers on a ride from Duncans Mills, through Cazadero to King Ridge Road. The loop continued north on Tin Barn Road to Stewarts Point Road.

After lunch at the Stewart's Point Store we rode south on CA1, then climbed Kruse Ranch Road to Seaview Road. At Timber Cove Road I diverged from the Wheelers' route, and descended to the coast, continued south on CA1, then climbed inland on Fort Ross Road and continued back to Cazadero, then returned to Duncans Mills on slightly different roads than I rode outbound in the morning.
Bike Ridden: Power Pursuit F2

Distance: 128 miles

Cumulative climbing: 8100 feet

Mt. Hamilton Loop Clockwise, May, 2010 - I rode the Mt. Hamilton loop from home in the clockwise direction: started by riding to Milpitas, then Calaveras Road to CA84 over Pigeon Pass to Livermore. After a short stop at the little league ball park I rode south to Mines Road and on into the mountains, stopping at the Junction Cafe for lunch.

After lunch I took a short detour east to Beauregard Summit on the road to Patterson in search of wildflowers, but I saw few that way. I retraced my path back to The Junction, then rode south through San Antonio Valley where the wildflowers were still out, but obscured partially by tall grass. I did see a nice display of poppies on a hillside just west of China Grade summit.
Bike Ridden: Power Pursuit F2

Distance: 125 miles

Cumulative climbing: 7800 feet

Mt. Hamilton Challenge, April, 2010 - I entered and rode the event conducted by Pedalera. This year's wildflower display rivaled that of 2005.
Bike Ridden: Power Gold Rush

Distance: 55 miles

Cumulative climbing: 3600 feet

Panoche, April, 2010 - Ron Bobb and I took a half-day ride from Paicines out to the Panoche Inn for lunch, then rode back the same way afterward.
Bike Ridden: Power Gold Rush

Distance: 85 miles

Cumulative climbing: 5000 feet

Northern Marin County, April, 2010 - For this Western Wheelers club ride we started as a group behind the Marin County Civic Center in San Rafael and headed north alongside US-101 to Ignacio, then took suburban roads through Novato and on to Stafford Lake.

After Stafford Lake we split up into different routes. Mike Schnieders and I rode the "E" route. We continued on to Pt. Reyes-Petaluma Road, then Hicks Valley Road to Marshall-Petaluma Road. We then turned north on CA1 and rode to Tomales where we stopped for lunch.

After lunch we returned to San Rafael on Tomales-Petaluma, Spring Hill, Chileno Valley, Wilson Hill, Pt. Reyes-Petaluma, Nicasio Valley, and Lucas Valley Roads.
Bike Ridden: Power Gold Rush

Distance: 80 miles

Cumulative climbing: 6700 feet

Northern Contra Costa County, April, 2010 - I rode the "E" ride with other Western Wheelers, Mike Harding, Mike Schnieders, and Bob Pemberton. We did most of the official route with two exceptions:

1) We cut off a few miles and a few hundred feet of climbing by picking up El Toyonal at its junction with Wildcat Canyon Road.

2) We stopped for lunch in Crockett, CA at a nice deli/cafe on Pomona St. instead of waiting until we reached Moraga.

Bike Ridden:	Power Gold Rush
Distance:	84.6 miles
Cumulative climbing:	5600 feet
Total Time:	7:22:25
Riding Time:	5:13:58
Avg. Speed (moving):	16.15 mph
Max. Speed:	43.8 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	691.58 wh
Wh/mi:	8.1
Battery Amps-Hour Used:	26.846
Max. Current:	34.04 Amps
Min. Voltage:	19.6
Max. power to rear wheel:	846 watts
Avg. power to rear wheel:	210 watts
Total energy to rear wheel:	3962 kJ (1101 wh)
Total energy from motor:	1743 kJ (484 wh)
Total energy from human:	2219 kJ (616 wh)

The Geysers, March 27, 2010 - I had to get up early for this ride and make the long drive from Sunnyvale to Geyserville. I arrived at the Geyserville Elementary School shortly after 900, and took a short nap in the car since I was early.

Three of us, Todd, Mike, and myself, on the "E" ride started at 1000 and headed north out of town on Geyserville Ave. and Canyon Road. Our route took us north to Cloverdale by way of Dry Creek and Dutcher Creek Roads. From Cloverdale we headed north to the mouth of Big Sulphur Creek Canyon and onto Geysers Road.

For the next 15 miles we climbed gradually up the canyon. To the left we could see the geothermal wells and power plants at various level spots on the ridge. We stopped at the viewpoint and plaque about 700 feet off the main road to get a better view.

Then we climbed up the ridge to the south to the highpoint on the route of Mercuryville (2703ft). From Mercuryville the road heads steeply down to Little Sulphur Creek before climbing again over the shoulder of Black Mountain, and then making a final fast plunge to Alexander Valley below. We then took Red Winery Road and stopped at the Jimtown Store for lunch.

After lunch we rode south on Alexander Valley Road to Healdsburg Ave., then south through downtown Healdsburg. We missed the turn on Mill St. to get to Westside Road and ended up going down Old Redwood Highway, then onto Eastside Road before getting back on route at Trenton-Healdsburg Road.

We zig-zagged our way through the low hills near the Sonoma County Airport before crossing US-101 on Shiloh Road. We stopped for a quick break at the mini-mart before starting our trip back to Geyserville on hillier-than-expected Chalk Hill Road and CA128, where the shoulder was nonexistent, but traffic was remarkably courteous.

We arrived back in Geyserville at 1715 where we saw a large group of cyclists outfitted for all weather and darkness going the other way. Maybe they were riding the SF Randonneurs 400k brevet.

Bike Ridden:	Power Pursuit F2
Distance:	100.7 miles
Cumulative climbing:	5220 feet
Total Time:	4:20:06
Riding Time:	4:05:57
Avg. Speed (moving):	24.8 mph
Max. Speed:	48.8 mph
Nominal System Voltage:	24
Battery energy capacity:	1484 wh
Battery energy consumed:	1188.1 wh
Wh/mi:	11.6
Battery Amps-Hour Used:	46.756
Max. Current:	34.0 Amps
Min. Voltage:	24.1
Max. power to rear wheel:	999 watts
Avg. power to rear wheel:	258 watts
Total energy from motor:	3080 kJ (856 wh)

MegaMonster Enduro, February 13, 2010 - Starting in Paicines on CA25 about 13 miles south of Hollister, the route took us south 51 miles to CA198 and then back again the reverse direction.

As we were timed, most of us rode as fast as we could for the duration. Results can be seen here. Most of the photos are of other riders on the course.

My report for the Yahoo Group, power-assist, can be read here.

Bike Ridden: Power Pursuit

Distance: 112 miles

Cumulative climbing: 4400 feet

Winter Solstice Century, January, 2010 - A rather large group started at Christmas Hill Park in Gilroy, rode through the fields south of Gilroy, around the east side of Hollister, then south on CA25 to a turnaround spot just past Pinnacles. The return trip went around the west side of Hollister on the way back to Gilroy. Most of the photos are of other cyclists on the ride.
Devil's Slide, January, 2010 - I rode over to Half Moon Bay, then north on CA1 past Devil's Slide to Pacifica before heading home on Sharp Park Road, Skyline Blvd., and a brief detour onto Sawyer Camp Trail.

2009

Countryview Drive, December, 2009 - Countryview Drive climbs steeply off McKean Road up a spur ridge off Coyote Peak in the Santa Teresa Hills. The development started in the 1990s, but not as many view lots sold and were built upon as had been anticipated. No houses were built more than about halfway up the hill. The roads are all smooth and recently constructed, but the cracks are starting to show weeds.
Low-Key Hillclimbs, October/November, 2009 - A motley collection of photos of the 2009 season of Low-Key Hillclimbs, with an emphasis on photos of me riding my bikes, courtesy of course photographers, Christine Holmes, Dan Talayco, Josh Hadley, Adam Tow, Phil Dubach, and Stephen Fong.
Bike Ridden: Power Pursuit

Distance: 94 miles

Cumulative climbing: 3890 feet

Pizza Century, November 22, 2009 - We met at Phil Plath's residence in Half Moon Bay, rode down the coast to Upper Crust Pizza in Santa Cruz, then returned the same way. Weather was overcast but not too cold. We experienced some drizzle, mostly at the higher points on the northern half of the route.
Morgan Territory Road, November 14, 2009 - After the Mt. Diablo Hillclimb, I rode down Southgate Road, through Blackhawk, and east on Camino Tassajara and Highland Way before turning north on Morgan Territory Road, riding it south to north. Near the summit I passed a couple other parties who had done the hillclimb earlier in the day and were riding north to south, to finish later in the dark. But we didn't stop to chat.

Bike Ridden:	Power Gold Rush
Distance:	81 miles
Cumulative climbing:	8000 feet
Total Time:	9:52
Riding Time:	6:51
Avg. Speed (moving):	11.8 mph
Max. Speed:	43.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	721 wh
Wh/mi:	8.9
Battery Amps-Hour Used:	27.9
Max. Current:	? Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	718 watts
Avg. power to rear wheel (PowerTap):	165 watts
Total energy to rear wheel (PowerTap):	4069 kJ (1130 wh)
Total energy from motor (estimated):	1817 kJ (505 wh)
Total energy from human (estimated):	2252 kJ (626 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	? kJ (? wh)

Big Sur - Indians Tour, October 31, 2009 - When poring over maps of remote mountainous areas in my state (California) I had for some time been intrigued by the thin squiggly line that cut through the heart of the Santa Lucia Mountains, the thin line being Indians Road. I made a mental note to myself that I would have to try traveling it some day.

Some years later I read reports on Usenet of Jobst Brandt having gone that way, but it was not until this year that I had managed to give it a try.

Fellow biker and riding partner, Ron Bobb, had driven it in a car over thirty years ago when it was open for motor vehicle travel and seemed interested in revisiting the area.

We aimed originally for a weekend in May. But, our schedules didn’t match for any weekend that month. We postponed to the cooler weather of late September. Late September came, but a family emergency intervened for Ron. I briefly considered going alone but changed my mind the day before I was to go when a weather check revealed peak afternoon temperatures at Fort Hunter-Liggett of 116F! In hindsight I'm glad the weather was hot that week and that I did not attempt the tour alone.

We rescheduled for October 31/November 1. If health and weather held we would go. And we went.

Maps: Overview, Complete.

I left home in Sunnyvale at 0530 and drove at a moderate pace to Carmel. Tule fog hung over the freeway south of San Jose and again along CA156 near Seaside, but by the time I reached our rendezvous at The Crossroads shopping center in Carmel, the air was clear and cool. We would only see fog hanging off the shoreline for the rest of the trip.

Detail Map: Carmel to Big Sur

After unloading bikes, changing clothes, and making final preparations, we headed south on CA1 past Carmel River State Beach, and Point Lobos. Before long we were through the Carmel Highlands and heading south into more sparsely populated regions.

We crossed several large, old concrete bridges at Malpaso, Soberanes, Granite, Garrapata, Doud, Palo Colorado, Rocky, and Bixby Creeks. The last of these was the largest and most magnificent. We stopped for several photos, although the light on the bridge was not good due to the angle of the morning sun.

South of Bixby Creek the highway climbs for the first time in earnest from 200 to 600 feet elevation near Hurricane Point before dropping gradually down the flanks of steep hills to the Little Sur River at sea level. Our ride down the coastal highway continued much in this fashion for the remainder of our ride on the coast.

As we neared Point Sur, the coast flattened out to grassland, reminding me a bit of the landscape near Point Reyes to the north. The island of Point Sur could be seen rising at the other end of this enclosed grassland range. A detour out to the lighthouse would be interesting, but unfortunately, the road to access the point is only open to guided tours.

South of Point Sur, CA1 makes its only significant diversion away from the coast by heading up the Big Sur River Valley. As we rode up this valley I was reminded of many similar valleys elsewhere along the California coast where redwoods and big leaf maples grow in the cool shade. The main difference is that this far south redwoods grow only in the cool, damp valley bottoms, and not more than a few hundred feet up the steep slopes or on the ridges, as they do closer to San Francisco or north.

We stopped for a break at the store in Big Sur before beginning the climb up the south end of the valley, a climb that passes Pfeiffer Big Sur State Park before turning to climb up Post Creek to the summit at 1000 feet elev. On the way up the climb I managed to snap a photo of a vulture sunning itself with wings partially extended at the top of a pole. At first I thought it was a doll that someone had put there to fool the tourists. It was so still until its head moved.

Detail Map: South of Big Sur

Upon crossing the summit, we could see the Pacific Ocean far below. We continued down the well-graded but curvy highway, stopping often for photos of the dramatic coastline or to let platoons of autos carrying other tourists by. I noted that many of the tourist cars that passed us would pass us several times throughout the day. They were driving then stopping to sight-see, while we managed a mostly continuous pace on bikes.

The ocean was always on our right usually 200 feet or more below, the air clear, wind light to none, and the temperature, just right.

Near Vicente Creek we passed through a one-way control where road crews were working on cleaning up an old slide.

Detail Map: Lucia

We eventually reached the small community of Lucia where we stopped at the only store in town. The ladies who run this store are sharp enough to know that they’re the only game in town and can charge what the market will bear. e.g. $2.75 for an 8 oz. Martinelli apple juice in a plastic bottle. Unfortunately, we had reached their store near lunchtime, and it was a good time for a break. Besides that we were on tour, so I didn’t mind (too much) being overcharged for small comforts.

While there we met a hardy couple from Germany who were riding the Pacific Coast from Alaska to Tierra del Fuego. They rode heavily laden bikes that appeared to be up to the task. We talked briefly, sharing our plans. They had free-camped somewhere up the road the night before.

After our break Ron continued on ahead of me while I stayed back to do some stretching. South of Lucia CA1 passed through another construction zone before curving to the south again. I met up with Ron immediately after crossing Kirk Creek at the junction with Nacimiento-Ferguson Road.

Up to this point we had ridden just over 50 miles and 4000 feet of climbing.

After another short break we started up Nacimiento-Ferguson (N-F) Road, climbing steeply up the bare hillside. A sign warned us we were entering a burn area and not to travel off the road. Nacimiento-Ferguson Road would take us away from the coast, over the crest of the Santa Lucia Mountains, and down into Fort Hunter-Liggett.

Nacimiento-Ferguson Road climbs steeply from 160 feet elev. to the crest at 2760 feet elev. passing alternately across grassy slopes and cool canyons. The range of redwood trees extends only as far south as this part of the Santa Lucias, and then the trees only grow tucked into the canyons on mostly north-facing slopes.

What makes the Santa Lucias different from the Santa Cruz Mountains or the Coast Range north of San Francisco is that the hills are nearly completely void of trees. That much of the area had burned in fires in recent years only made the land feel more barren and denuded. Yet, even after the fires, life could spring forth in unexpected ways, and the big storm that came through in the middle of October had already coaxed a few green shoots of grass to color the land.

We finally reached the summit and were disappointed not to see any sign to photograph to mark our achievement. The dirt Central Coast Ridge Road crosses, and to the north is the trailhead for Cone Peak, and to the south are Chalk Peak and Plaskett Ridge.

Ron, who had ridden down the east side of Nacimiento-Ferguson Road several times before warned me of gravel and rocks on the inside corners. I let him descend first, and I followed slowly, only catching up when he stopped to point out a tarantula crossing the road.

Ron had tried to move the tarantula off the road from whence it came, but it would not be deterred from its original course, and that was to cross the road. So, I found a handy sheet of 8.5x11 sheet of paper in my bag, managed to coax the small beast onto the paper, and carried its considerable weight across the road where I set it down less gently than I ought to have as it crawled quickly (for a tarantula) up the sheet of paper toward my hand.

We continued down the road alongside the Nacimiento River. The surrounding land reminded me of riding in the east bay hills. We passed a Nacimiento Campground where I noticed a water faucet near the registration kiosk just off the road.

Detail Map: Fort Hunter-Liggett

Further on, the road left the riverside, climbing over a short hill before dropping down again and shortly afterward reaching the back gate of Fort Hunter-Liggett. The fort is open for public travel on the roads, but to get in one must show valid photo ID.

After passing through the gate we continued, descending gradually into a more open landscape of grassland and oak, typical of central and northern California in the low-altitude inland regions. The unnamed valley we were riding down, and later, Stony Valley, one ridge to the northeast we later crossed, reminded me of several inland valleys closer to home.

After one final climb we found ourselves crossing the San Antonio River over a metal grate bridge, then making a beeline for what I recognized as The Hacienda, our lodging for the night.

As we pulled up to the parking area in front of The Hacienda three other bicyclists (the only other cyclists we had seen since Lucia) came the other way asking how to get to King City. I pointed down the valley toward Mission Road, adding that I hoped they had lights, as it would be dark before they reached King City. I forgot to ask them how they got into Hunter-Liggett, but I assume they came the same way we did earlier in the day and had visited Mission San Antonio, a detour we would have to postpone for another trip.

The Hacienda, designed by Julia Morgan, was built in the late-1920's, as W.R. Hearst's (of Hearst Castle fame) lodge for use of his ranch staff and guests.

Today the building is run as a hotel with four tower rooms, several "cowboy" rooms w/shared bath in the rear, and three ground-floor garden rooms, of which one was ours for the night.

Making reservations took some persistence, as there appears to be only one part-time staff person available to answer the phone. When I had made reservations earlier that week, I had to call twice before I managed to get a return call.

The ample-sized garden room offered for a reasonable $70/night (compared to anything else along our route) was large enough for two of our long bikes and still allowed room for dining and moving about. Although the bath was small and the showerhead hung too low for me, it was adequate.

What The Hacienda might lack in the charm of its faded luxury it makes up for by location. Situated on a small hill at the north end of the settled area of Hunter-Liggett, the rear promenade offers a sweeping view of the San Antonio River valley. And, The Hacienda sits almost exactly at the mileage mid-point of our tour.

It appears, though, that there aren't enough visitors to The Hacienda to keep a full-time kitchen staff on-hand. There is no lunch or dinner service and only a continental breakfast offered—and even then, no staff are around to monitor it. Dining opportunities are limited on the fort. There is apparently a BBQ cafe at the nearby bowling alley that we did not try. The bar was open in the evening, and the one staff person there was willing to grab a small stack of bowls, plates, and cutlery for us to use in our room for dinner that we had packed. Fortunately, the management have provided an ample table and both refrigerator and microwave, so a hot dinner could be prepared and eaten in relative comfort.

Ron brought an expensive backpackers' (Mountain House) dried rice & bean dish, and I brought a dried cup of split pea soup (McDougall's), a pre-frozen 1-lb. margarine tub containing my own preparation of salted rice and vegetables that was thawed but still barely cool, and crackers and fruit bars. I had brought more food than necessary as my taste can be fickle after a long bike ride. I also could not be certain that we could get through on Indians Road the next day and wanted to have enough food should we be delayed an extra day.

That night being Halloween was the occasion for much partying in the bar. Since we were tired we managed to sleep through most of it. But when I awoke close to midnight and could still hear the party continuing in full throat, I got up and grabbed my earplugs.

The next morning we both awoke at 0600 PDT. Breakfast was to be available starting 0700, but that would be 0800 by our watches—we decided not to switch to Standard Time until after our ride, and we wanted to get an early start. Fortunately, I had brought some breakfast food, too, so we had something to eat before setting out. In any case, eating our own food would lighten our load slightly.

Again Ron was packed and ready to go before me, and since I wanted to do some stretching, he set off ahead of me. By the time I followed him the dining room had opened for breakfast, so I stopped by to pick up a bagel for the road.

Bike Ridden:	Power Gold Rush
Distance:	81 miles
Cumulative climbing:	7000 feet
Total Time:	13:12
Riding Time:	8:09
Avg. Speed (moving):	9.9 mph
Max. Speed:	36.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1000 wh
Battery energy consumed:	592 wh
Wh/mi:	7.3
Battery Amps-Hour Used:	22.8
Max. Current:	? Amps
Min. Voltage:	?
Max. power to rear wheel (PowerTap):	1004 watts
Avg. power to rear wheel (PowerTap):	130 watts
Total energy to rear wheel (PowerTap):	3500 kJ (972 wh)
Total energy from motor (estimated):	1491 kJ (414 wh)
Total energy from human (estimated):	2009 kJ (558 wh)
Human energy to rear wheel (estimated):	? kJ (? wh)
Human energy to rear wheel (Polar HRM estimate):	? kJ (? wh)

Big Sur - Indians Tour, November 1, 2009 - The road from The Hacienda leads directly down the hill to Del Venturi Road that would take us to the northwestern exit of Hunter-Liggett and into the heart of the Santa Lucia Mountains.

The first obstacle I encountered was the ford across the substantially flowing San Antonio River. The ford was long, shallow, and paved so that it could be ridden without my getting wet if I rode through slowly but not too slowly.

After crossing the river Del Venturi Road curves back to the northwest and begins a long gradual climb up an unnamed valley that reaches a high point, then descends in the same gradual fashion to the north. Along the way I saw coyotes, hawks, and many quail. I saw no deer, but I did see one bow hunter a few hundred yards off the road.

At about 7 miles from The Hacienda I crossed the San Antonio River at another ford. This one was about the same depth but shorter than the first crossing. I noticed that the nearby banks were covered in mud. The big storm of two weeks prior must have let loose a torrent in the mountains.

From here the maps say Milpitas Road, but the local signs still call it Del Venturi Road. In any case I continued up the gradually climbing road, pausing to ready my camera for a covey of quail on the road ahead who wouldn't let me get close enough before they scurried off nervously.

At Rattlesnake Creek I passed a small outbuilding that must mark the location of the northern gate of Fort Hunter-Liggett, now unmanned, as the Army anticipates no visitors entering from that direction that hadn't already passed through one of the fort's other gates. I stopped to read the notices on the board at the entrance to Los Padres National Forest in case there were any new advisories about the area. There were none.

When I had called the King City office of the US Forest Service to inquire about Indians Road I was told that the road had closed to motor traffic 10 years ago due to a big slide but that hikers, bikers, and horseback riders could still travel it. The only official closure was of the Escondido Campground near the southern end of Indians Road that had been closed after the Indians Fire last year and had not yet been rehabilitated for use. I was told there had been no recent reports from visitors and that our trip would be the first through the area since the big October storm.

Detail Map: Indians Road

Inside Hunter-Liggett the roads were smooth and clean, but beyond the road deteriorated to rough tar and gravel and occasional patchwork. To make up for that various interesting topographical features began to present themselves.

After passing The Indians (ranch) Del Venturi Road enters a narrow canyon that climbs the center of an exposed uplift of sandstone upon which lie various knobs, boulders, and other unusual shapes. It reminded me a bit of Tioga Road through Yosemite but that the rock was sandstone, not granite.

The top of this climb marked my crossing from the San Antonio River watershed into the Arroyo Seco watershed. After a brief descent, the road passed a group of buildings (Indians Station ranger station) and then turned to smooth dirt.

Perhaps it is a good thing that we did not stop at the ranger station to seek advice, as I am sure in hindsight that any ranger would have dissuaded us from continuing after he or she had seen our bikes and packs. In any event Ron hadn't stopped and was presumably on the road ahead, just ahead as it turned out. Less than a quarter-mile later I found myself at a gate where Ron was waiting for me.

"How long have you been waiting?" I asked.

"I just got here."

"Where's Indians Road?" I asked thinking that the current road continued as Indians Road.

"This is it." He pointed to the right past the gate to a muddy ford where water was flowing, the concrete underneath being completely covered by fine silt. "I rode right by it at first. That road doesn't go through," he said pointing to the road we had been on, Del Venturi Road.

I looked around and saw evidence that the water had recently been several feet high through the ford. Probably a good thing we didn't come last weekend.

We both looked at the water and the road beyond. We had come 18 miles from The Hacienda. An advisory sign at the ford indicated another 18 miles of twisty road. This was not an auspicious start. We could still turn back and finish the tour today by riding through King City, although doing so would make for a long day and would not satisfy my curiosity and sense of adventure.

We looked up the road. It looked to be in passable shape, although we could only see a hundred yards beyond the ford.

I could tell Ron was not enthused by the idea of a cold wade through the creek, and I suspect that if a third person had been with us who felt similarly, a vote might have resulted in withdrawal. But I could tell that Ron's sense of adventure had not completely evaporated, that he was not ready to give up so soon. Besides, the day was still young.

"Let's give it a try," I finally prodded.

We decided it would be best to walk our bikes barefoot through the ford, then rinse and dry our feet on the other side before putting on dry socks and dry shoes. This wouldn't be too hard to do. It was unlikely anything injuriously sharp would be found in the mud.

Once we'd made up our mind to continue, getting across the ford was merely a minor discomfort and cost us some time. If that was the worst of it, the next 18 miles should pass quickly.

After the ford the road was at first easy to travel, being mostly smooth with occasional dust patches and rocks that we managed to avoid. For a while we rode next to Arroyo Seco, but after a mile the road climbed up out of the canyon onto drier terrain, passed some large boulders, and allowed for a wider view.

We eventually arrived at Escondido Campground, closed to camping since the Indians Fire in 2008 had burned through the area damaging the campsites and some of the trees in the campground. In this area, the fire must have been spotty as few of the trees had burned, although a sign warned that some of the trees and branches were unstable and could collapse at any moment.

After a short break we started the climb up to the first and southernmost summit on Indians Road. At the first hairpin turn we saw the water tank for the campground off the road up a short hill. After checking our water supply I decided to scramble up the hill to the water tank to see if we could get water from it. Since there was no electric service in the area, I assumed that the tank was filled by gravity from a nearby spring. The hill below the water tank was covered with green grass, and the surrounding ground was moist.

I found the auxiliary check valve at the base of the tank and discovered that it turned with little effort despite the valve handle being covered in scale (CaCO3). There was just enough space below the pipe to hold a water bottle. I filled up one of my bottles and one of Ron's. Aside from the delay the only penalty I suffered was about a hundred burrs in my socks and shoes afterward. Biking shoes aren't ideal for cross-country scrambling.

Fully watered we pressed on around another gate, and up into more open terrain. The views were getting better, but it was also clear we were entering a zone that had burned more thoroughly in the 2008 fire.

By the time we crossed the saddle on the ridge marking the southern summit of Indians Road. I knew that most of the climbing on Indians Road was behind us. What followed was to be rolling terrain for the next several miles, then a nice, long, gradual descent to the Arroyo Seco campground at the northern terminus.

And, for the next few miles, our expectations were met. The road continued on a twisty path following the contours between 2700 and 3000 feet elevation, then a long straight section across a high plateau called Hanging Valley, followed by more twists and turns without gaining or losing much altitude. The road was in mostly good condition. No other tracks or footprints were visible, and the unbroken light/medium dash textured road surface suggested that no one had traveled the road since the hard rain of the October storm.

Then, after coming around one of these curves we saw The Slide.

It wasn't much longer than 100 feet, but it offered no use trail or even good foot holds. We discussed turning back, but by this point we had already come about halfway along Indians Road. We would not be able to finish the tour today if we turned back.

Ron and I made an exploratory hike across the slide. The ground was not saturated, and the larger rocks were stable, although some smaller and medium sized boulders moved under foot. This must have been The Slide from the 1990s that the forest service office warned me about when I called to inquire about road conditions the week before. I thought that it should be possible to get all of our stuff from one side to the other, but it would take time. Two of us would have to move each bike, and we'd have to make several trips to bring bags, water bottles, etc. separately.

It was not without some hesitation and discussion that we decided to press on. In any case it was the only option if we wanted to finish the tour today. Even so, it was looking increasingly likely that we'd be finishing in the dark, even if all went well from here on. If we were to be stuck out an extra day, it would feel better to have the excuse that we got stuck in the wilderness. We had plenty of water and food in our packs, and at my last-minute suggestion Ron and I had both brought headlights. Bivouacking on the road, should it come to that, would surely be uncomfortable but not life threatening.

An hour later found us past the slide. We both found the portage more strenuous than we expected. I had scraped my right shin and busted a left shoe buckle*. For the latter I effected a repair with a supply of gaffers tape I carry in my tool bag. I could tell I had pulled muscles in my back and right arm, although I would not feel the full soreness for another day.

As a precaution I topped off one of my empty bottles at the spring (Jackhammer Spring) flowing out of the hillside at the north end of the slide. It was difficult to get debris-free water from the small shallow pool, but it would take too long to let the water drip naturally into a bottle.

The next few miles were difficult. The road was in considerably poorer condition. We passed many rocks fall, over which some we were forced to carry the bikes. In other places vegetation had already begun to reclaim the road surface, forcing us to bushwhack. The going was slow. We were both wondering how much worse it could get and if many more surprises might in the end thwart our progress. The specter of getting stuck out on the road at night began to appear more than a remote possibility. But the magnificent view to the west was always with us and made our hard path easier.

At one point we passed a recent fire ring, the first sign of human passage since we had crossed the muddy ford at the start of our adventure. We also saw two knobby tire tracks occasionally visible where the ground had been soft, and Ron picked up a dropped water bottle that still had water in it. These small signs of civilization having apparently been brought in from the northern end gave us some comfort that the way forward would offer us passage.

Not long after we made these discoveries the road began its long descent. The tall ridge to our right descended and met the road at a large sweeping curve, offering us an unobstructed view to the northeast. A road sign indicated 6 miles to Arroyo Seco. We were now more than halfway to the northern end.

Shortly after the break in the ridge we came upon another slide. This one was shorter, maybe 20 feet, composed of mostly dried mud on top of the road rather than a washout like the southern slide had been. Ron was able to walk his bike over the use trail, but he came back to help me get my more heavily laden bike across. Unlike the larger, southern slide, the trail over this one featured a 10-15 foot cliff on the downhill side, and the slope below was steep, offering a direct view of Arroyo Seco far below and looked as if it might be difficult to regain the road should one slip and fall.

North of the last slide the road improved again to what we had seen south of the southern slide. The roadbed was in good condition, drainage culverts were open, and although we came upon more rock fall than one would expect on a maintained dirt road, the rocks were smaller and sparser than before. It was also nice to let gravity do most of the work, allowing us to enjoy the view while we coasted down the many turns and curves at a relatively consistent 6-7% downgrade.

The last obstacle we came across was a burnt madrone tree that had fallen onto the road. Fortunately it fell into pieces on the road, so it was not too heavy to heave one of its larger branches over the edge to open a path.

At three miles from the northern end, we passed the junction with the Marble Peak Trail, and just downhill from this junction we saw three hikers returning to Arroyo Seco, the first people since we had left Hunter-Liggett that morning. Just downhill from the hikers we crossed a bridge over Santa Lucia Creek, followed by a moderately-long uphill of about 200 feet vertical before making the final gradual descent through a narrowing of the canyon and around the base of a cliff before arriving at the paved road above the Arroyo Seco campground (near BM 945). Indians Road had spanked us but had not defeated us.

We stopped here to refill water and to use the toilets as we still had a long way to go. The faucet produced rusty, brown water that tasted bad, but there were no signs indicating it wasn't potable.

At this point it was clear we would be riding for at least a couple of hours in the dark. Fortunately, the moon would be full, and we had brought lights. But, we'd make better time in daylight. Our immediate goal was to reach the top of Carmel Valley Road before needing to use lights.

We continued downhill out of the Arroyo Seco campground and down Arroyo Seco Road, passing a few ranches and houses built on the river floodplain. Several miles later we reached the southern end of Carmel Valley Road where we turned left.

Detail Map: Carmel Valley Road (south)

The first several miles of Carmel Valley Road climb 850 feet gradually in rolling fashion up Piney Creek, then Paloma Creek. Traffic was heavier than I expected given the hour of the day, a motor vehicle passing roughly once every 30 to 60 seconds.

The grade steepened a couple of miles before the summit at 2390 feet. At one of the last turnouts before the summit we decided to stop and turn on our lights as it was getting too dark to see rocks or potholes on the road surface, and the moon had not yet risen high enough to provide good light. Motor traffic passed too frequently for our eyes to acquire the sensitivity to function in the diminished light. (We had been using taillights.)

At the summit we stopped to put on more clothes. The descent along Finch Creek was cold. Since I had the brighter headlight I led. But, since even a bright headlight is no substitute for the sun, I kept my speed under 25 mph, 15-20mph most of the time. We stopped again to let traffic pass at the top of Conejo Grade, where the road passes from the Finch Creek watershed to the Conejo Creek watershed. While stopped we could hear coyotes yipping and yapping on the other side of the valley.

We rode through a pleasant valley that connects several watersheds that feed into Conejo Creek, up over a short bump after passing Cachagua Road then down the steep Ardilla Grade and along Tularcitos Creek. As the road flattened out we saw increasing signs of civilization in the form of increasing traffic going the opposite direction.

Detail Map: Carmel Valley Village

Soon we entered Carmel Valley Village. We briefly considered stopping for pizza, but the delay would have been too long. Then, we'd have to get back on the bikes and ride another 11 miles on full tummies. So, we stopped for a junk food snack at a convenience store before pressing on to Carmel.

Detail Map: Carmel Valley

The last stretch of Carmel Valley Road was like any typical two-lane highway with moderately heavy traffic with a sometimes-adequate bike lane. Fortunately, most traffic came in platoons, so we were able to ride out in the cleaner lane rather than on the dirty shoulder much of the time.

When we turned into The Crossroads parking lot we were pleased to find our motor vehicles were still there, unmolested. Due to the late hour we decided just to pack up and drive home rather than to find somewhere to eat. I could munch in the car. I still had a 90-minute drive ahead of me, and I didn't want a full meal to put me to sleep before I got home.

It was a long day for the mileage and the climbing, but given the obstacles on our route I think we did well. Just the same we were happy to arrive at the end.

Find the full photo gallery here.

*After I got home I discovered that the local bike shop wanted $32 for a replacement buckle. I decided to repair it by gluing it back onto the shoe with E6000 adhesive. Seems to hold as well as the original bolt. Photo 1, 2, and 3.

Muir Beach to San Francisco, October 24, 2009 - After the wedding of Zach Kaplan and Michi Lee, Ron and I rode a scenic route from Muir Beach back to San Francisco. We rode north on CA1 to Fairfax-Bolinas Road, then Ridgecrest up the shoulder of Mt. Tamalpais before heading down the front side of the mountain to Mill Valley and back to San Francisco, arriving back at the south end of the Golden Gate Bridge after sunset just as the light was fading.
Zach and Michi's wedding ride to Muir Woods, October 24, 2009 - Before the ceremony some of the guests who had bikes rode with Zach and Michi from Muir Beach to Muir Woods and back again.
San Francisco to Muir Beach, October 24, 2009 - Ron Bobb and I carpooled to the south end of the Golden Gate Bridge, then rode over to Muir Beach to attend Zach Kaplan and Michi Lee's wedding.
Bike Ridden: Power Gold Rush

Distance: 65 miles

Cumulative climbing: 3500 feet

June Lake Loop, September 13, 2009 - I rode from our condo in Mammoth Lakes via the "Scenic Route" over to US-395 and then north to the June Lake Loop that I rode south to north and back again. I ran into Ron Bobb on my way back, and we rode together until we reached the southern junction with US-395, where he had parked his truck. I then proceeded back to Mammoth Lakes, taking CA203 into town.
Santa Cruz, July 2009 - A few scenery photos taken along CA1 while on one of my trips to Santa Cruz and back.
Return to Freedom, July 2009 - Photos from Easy Racers' Return to Freedom event.
Oakland/Berkeley Hills, July 2009 - A ride with Ron, Zach, and Michi in the Oakland/Berkeley Hills.
HPV races at Hellyer Velodrome, May 2009 - Photos and videos from the HPV Fun Day at Hellyer Velodrome in San Jose, CA.
OHPV ePower Challenge, May 2009 - David (my dad) and I travelled to Portland, Oregon over Memorial Day weekend so that I could participate in OHPV's (Oregon Human Powered Vehicles) ePower Challenge at the Portland International Raceway. The main events of the day included looking at the different e-bikes, talking with their builders, and participating in a couple of races. Dad took most of the photos and videos.

Bike Ridden:	Power Gold Rush
Distance:	83.4 miles
Cumulative climbing:	8500 feet
Total Time:	6:58:37
Riding Time:	4:54:06
Avg. Speed (moving):	17.0 mph
Max. Speed:	53.3 mph
Nominal System Voltage:	24
Battery energy capacity:	1484 wh
Battery energy consumed:	1145.3 wh
Wh/mi:	13.7
Battery Amps-Hour Used:	45.866
Max. Current:	32.1 Amps
Min. Voltage:	23.1
Total energy from motor:	2886 kJ (802 wh)
Total energy from human (Polar HRM estimate):	3055 kJ (858 wh)

King Ridge, May 9, 2009 - I started in Duncans Mills near the mouth of Russian River in Sonoma County, planning to join the Western Wheelers LDT ride. Unfortunately, I arrived late at the start and ended up playing catch-up for the first few hours of the ride.

I rode north to Cazadero, then rode north on King Ridge Road on what was probably the highlight of the day, where perfect weather, beautiful views, and no traffic (except for many bicyclists) were to be found. Our group wasn't the only group of bicyclists out for the day. We ran into, or rather were overtaken by, the Grasshopper Adventure Series ride that was taking a similar route this day.

Our route continued north on Tin Barn Road, Stewarts Point-Skaggs Springs Road, and Annapolis Road to the coast at Sea Ranch, and then we rode south to the small store at Ocean Cove for a snack break.

After eating we continued south on CA1, then climbed steep Timber Cove Road to Seaview Road, another road that travels atop a ridge. We took Seaview until it turned into Meyers Grade that descends steeply down the ridge back to CA1. We then rode CA1 south to Jenner, then took CA116 back to Duncans Mills.

Bike Ridden: Power Pursuit

Distance: 120 miles

Cumulative climbing: 8100 feet

Mt. Hamilton Challenge, April 2009 - I started the Mt. Hamilton Challenge ride from Wilcox High School in Santa Clara at 8:40a and rode my usual route out to Mt. Hamilton Road since I had forgotten to pick up a route sheet.

After riding to the summit of the mountain I continued down the back side to Livermore, then diverged from the official route by heading over the new highway on Pigeon Pass to Sunol, then rode Calaveras Road into Milpitas, then back to Santa Clara by the shortest route, arriving back just after 5p.
Bike Ridden: Power Pursuit

Distance: 78 miles

Cumulative climbing: 3500 feet

Quien Sabe Valley, April 19, 2009 - Ron Bobb and I met two guys, Fred and Andy, from Pacific Grove at the Windmill Market in San Juan Bautista. We then rode toward Hollister, then took Union Road to Cienega Road, climbed past the off-road park, then south to Airline Highway and CA25.

We stopped in Paicines for a break before continuing up to Tres Pinos, where we decided to split up since Andy and Fred had to get home early.

Ron and I continued up Quien Sabe Road to Santa Ana Valley. At this point Ron decided he would be better heading back to San Juan Bautista.

I continued up Santa Anita Road and climbed the upper portion of Quien Sabe Road that crosses the ridge and drops a short distance into picturesque Quien Sabe Valley.

After taking a few photos I climbed back over the ridge and down into Santa Ana Valley Road, arriving at our split-up point about 55 minutes after we split up.

I continued down Santa Ana Valley Road, then through Hollister, and back to San Juan Bautista on the most direct route on CA156, hoping to arrive not too long after Ron.

Turns out that Ron had some mechanical issues, including a flat tire, that delayed him, and he actually arrived about 10 minutes after I did.
Bike Ridden: Power Gold Rush

Distance: 59 miles

Cumulative climbing: 5000 feet

East Bay Hills, April 2009 - Ron Bobb and I started on Marciel Road in Chabot Park. We rode up to Redwood Road, then headed north to the Bort Meadow Trailhead where we took the MacDonald Trail north to Park Ridge Road and Skyline Blvd. in Oakland.

Then we rode north to Grizzly Peak Blvd. and continued over Grizzly Peak, through Berkeley, and down to Wildcat Canyon Road.

We then rode Wildcat Canyon Road out to Inspiration Point before taking Nimitz Way out along San Pablo Ridge before riding down the very rough Mezue Trail to Wildcat Creek and exited the park at the Alvarado Trailhead in San Pablo.

We then took San Pablo Dam Road and Camino Pablo into Orinda, then Moraga Way, Canyon, Pinehurst, and Redwood Rds. back to Chabot Park.
Bike Ridden: Power Pursuit

Distance: 100 miles

Cumulative climbing: 4500 feet

Morgan Hill, April 2009 - I started from home and rode through downtown San Jose and joined the northermost end of the Coyote Creek Trail near Tully Road. I then rode south on the trail to Morgan Hill, detouring briefly to the top of the dam before climbing East Dunne Ave. to Henry Coe State Park.

I was hoping to see more wildflowers, but to make up for the lack of flowers, the weather was pleasantly warm the whole day.

After riding back into Morgan Hill, I crossed the valley and returned home by the reservoirs and through Los Gatos and Saratoga.
Bike Ridden: Power Gold Rush

Distance: 57 miles

Cumulative climbing: 4000 feet

Swift Street Bike Festival, January 2009 - We started the day with a ride north on CA1 from Santa Cruz to Ano Nuevo via Swanton Road, then a return trip south along the coast to Bonny Doon Road. We then time-trialed up Bonny Doon and Pine Flat Roads to Empire Grade, before returning down Bonny Doon Road via Ice Cream Grade and Martin Roads, then back to Santa Cruz on CA1. We then got lunch and enjoyed a bike fair in the afternoon.
Bike Ridden: Power Gold Rush

Distance: 59 miles

Cumulative climbing: 4660 feet

Fremont Peak, January 2009 - Ron Bobb and I started from his place in Watsonville. We crossed the Pajaro River to Pajaro, then east on San Juan Road, through Aromas, to San Juan Bautista. We then climbed Fremont Peak and returned the same way with the short detour on Aromitas and Quarry Rds.
Bike Ridden: Power Gold Rush

Distance: 66 miles

Cumulative climbing: 5690 feet

East Bay, January 2009 - I started north on the Brandon Trail from its crossing of Merceil Road in Chabot Regional Park and eventually found my way to the southern end of Skyline Blvd. in Oakland. From there I headed north along the ridge through Oakland, Berkeley, Kensington, El Cerrito, and San Pablo, then looped back on San Pablo Dam Road, through Alhambra Valley, Sleepy Hollow, Orinda, Lafayette, Moraga, and returned to Chabot Regional Park.
Bike Ridden: Power Gold Rush

Distance: 40 miles

Cumulative climbing: 4000 feet

Mount Diablo, January 2009 - Zach, Michi, and I rode up and down Mt. Diablo from Walnut Creek BART with the Grizzly Peak Cyclists' annual New Year's Day ride.

2008

San Bruno Mountain, December 20, 2008 - Rode north on Skyline Blvd., up San Bruno Mountain from Daly City, then down into Brisbane for the ride home.
Bike Ridden: Power Pursuit

Distance: 112 miles

Cumulative climbing: 4100 feet

Winter Solstice Century, December 13, 2008 - This ride started at Christmas Hill Park in Gilroy, then traveled south around the eastern side of Hollister on Fairview, Santa Ana Valley, and Quien Sabe Roads, then south on CA25 to Pinnacles National Monument. The route returned much the same way except for skirting Hollister on the western side via Cienega Road, Union Road, and CA156.

The photos are mostly scenery as I missed many people photos when I erroneously thought the turnaround was at the Pinnacles visitors center, not at the first summit south of the monument entrance.
Bike Ridden: Power Pursuit

Distance: 93 miles

Cumulative climbing: 3900 feet

Pizza Century, December 7, 2008 - This was a ride organized by Tim Woudenberg. The start was at Phil Plath's house in Half Moon Bay. The route took us south on CA1 to Upper Crust Pizza in Santa Cruz for lunch and then a return north along the same route.
Low-Key Hill Climb: Mt. Hamilton, November 27, 2008 - A ride up Mt. Hamilton Road to the summit of Mt. Hamilton.
The Bike Hut, October 26, 2008 - The Bike Hut and picnic area was established by the new bicycle-friendly owners of Potrero Nuevo Farm ( http://potreronuevofarm.org/) on Tunitas Creek Road about one mile east of CA1 to support the bicycling community.
Unveiling of the Monument for Matt Peterson and Kristy Gough, October 18, 2008 - Matt Peterson and Kristy Gough were run down on March 9, 2008 on Stevens Canyon Road by a sheriff's deputy who had apparently fallen asleep at the wheel of his cruiser. On this day a large group of cyclists escorted by sheriff's deputies rode from Cupertino City Hall to the site of the incident on Stevens Canyon Road for the unveiling of the memorial monument.
South Livermore Bike path, September 20, 2008 - Photos of a new bike path along the south of Livermore through some vineyards.
Pigeon Pass, September 20, 2008 - Photos of the new CA84 alignment over Pigeon Pass between Sunol and Livermore, CA.
Highland Way, Eureka Canyon Road, and Mt. Madonna Road, September 13, 2008 - I started from home, rode up CA9 then south on Skyline and Summit Road to Highland Way. I rode through the construction zone and then down Eureka Canyon Road, observing the damage done by the Summit Fire earlier in the summer.

I stopped in Corralitos for a break, then continued on Browns Valley and Hazel Dell Rds, then climbed Mt. Madonna Road and continued down the east side of Mt. Madonna Road, one of the few dirt roads still open to auto traffic, then down Redwood Retreat Road.

I stopped again at the small park on Watsonville Road before riding north on Watsonville, Uvas, and McKean Roads and eventually home through Los Gatos and Saratoga.
Bike Ridden: Power Gold Rush

Distance: 40 miles

Cumulative climbing: 4000 feet

Reds Meadow, September 6, 2008 - Ron Bobb and I started from our condo near the Eagle Chair lift and rode up to Minaret Vista, then down to Red's Meadow. After an extended break, we rode back up to Minaret Vista, then down into town where I proceeded to buy a new water bladder. After our shopping stop (and a stop at the local Starbucks) we rode up Old Mammoth Rd., then down Lake Mary Rd. and back to the condo.
Horseshoe Lake, September 5, 2008 - After a day of relaxing and napping and recovery from the prior day's events, Ron Bobb and I started from our rented condo near the Eagle Chair lift and rode up Lake Mary Rd. to Horseshoe Lake to watch the sun set, then rode back down the hill.
Adobe Trail, August 30, 2008 - This trail is a short loop off Montebello Road near the headwaters of Adobe Creek.
Bonny Doon, August 13, 2008 - I rode down to Boulder Creek, then up Alba Road to Empire Grade, then down to Ice Cream Grade, then Martin Road to Bonny Doon Road to Smith Grade Road, Empire Grade Road and then down Felton-Empire Road and home.

Bike Ridden:	Power Gold Rush
Distance:	49.5 miles
Cumulative climbing:	4500 feet
Total Time:	5:13:38
Riding Time:	4:13:08
Avg. Speed (moving):	11.7 mph
Max. Speed:	38.6 mph
Nominal System Voltage:	24
Battery energy capacity:	460 wh
Battery energy consumed:	388.9 wh
Wh/mi:	7.8
Battery Amps-Hour Used:	15.624
Max. Current:	29.8 Amps
Min. Voltage:	23.8
Total energy from motor:	980 kJ (272 wh)

Sierra Azul, August 2, 2008 - I started from home in Sunnyvale and rode to Los Gatos, then up the Los Gatos Creek Trail.

The top of the trail was closed for some sort of maintenance, and the detour went up the face of the dam next to the spillway as in the old days. I took Alma Bridge Road a short distance to the Limekiln Trail.

The Limekiln Trail was an old paved road, the pavement visible in sections. But the old road had washed out in a few places, making the going slow and requiring portages.

The first of these traversed what appeared to be an old quarry. The second was a slide that covered the old road, requiring climbing over the slide.

This marked the start of the main climb to the ridge. The climb went in fits and starts, climbing steeply for a hundred yards, then leveling off and following the contour before commencing another steep climb.

At the ridge I decided to continue straight on the Limekiln Trail that crossed the ridge and descended a few hundred feet into Soda Springs Canyon before climbing along a spur ridge along a row of power lines. I stopped briefly to photograph a spring in the face of a limestone outcropping, similar to the one in Stevens Canyon.

I had seen only three other people since leaving Alma Bridge Road: a couple of cyclists descending the Limekiln Trail and one hiker climbing the trail, whose speed I seemed to match the entire time. The only other creatures were swarms of small flies that seemed to be attracted to my salty sweat. The flies were especially persistent on the upper section of the Limekiln Trail.

At the top of the Limekiln Trail I reached a junction with the Kennedy Trail and the Woods Trail. I continued on the Woods Trail, stopping for several minutes at what appeared to be the highest accessible point on Mt. El Sombroso near some power line poles to take several photos and then continued down toward Hicks Road.

The descent started moderately, climbing again for a short distance before starting a longer descent. I paused a few times to admire the view east toward Morgan Hill and the north face of Mt. Umunhum nearer at hand.

About a half-mile from the top I passed a lone cyclist who was resting, having just finished walking his bike up what was to be the steepest section of trail I was to see this day. The trail was indeed steep and rocky. It would be a tough climb on any bike.

At the bottom of this steep section the Woods Trail leveled out and became a broad, pleasant meander through wooded vales alongside Rincon and Guadalupe Creeks. There were a few short climbs, but most of the way was level or downhill.

At Hicks Road I descended to the north, took Shannon and Kennedy Roads back into Los Gatos, then rode home.

Majors, July 30, 2008 - This was a weekday ride I took on one of my days off. I rode out to San Gregorio, down the coast to Davenport, detouring to Davenport Landing and along Cement Plant Road, then up into Bonny Doon and Smith Grade Road, and back to the coast again on Back Ranch Road that goes down Majors Ridge to the old railroad siding of Majors. Then I continued into Santa Cruz, north to Felton, and home.
Aquinas Trail, July 20, 2008 - A short Sunday afternoon ride to Los Gatos, up to Lexington Reservoir, around the back side of the reservoir on Alma Bridge Road, then back to CA17, across the highway, then up Montevina Road to the top of the El Sereno Preserve. Then I took the Aquinas Trail down to Sheldon Road in Los Gatos before returning home.
East Bay Tour, July 12, 2008 - A loop ride with Ron Bobb from Chabot Regional Park through Moraga, Lafayette, Martinez, then west along the Carquinez Scenic Drive with a short detour to Port Costa, San Pablo Road past the refineries, then Pinole Valley, Castro Ranch, and San Pablo Dam Roads, Wildcat Canyon Road, Grizzly Peak Blvd. Skyline Blvd, and Redwood Road back to Chabot Regional Park.

Highlights include the sighting of a great horned owl on a post (or a very life-like fake—it was very still, maybe sleeping?), and a family of wild turkeys above the UCB campus.
HPV races at Hellyer Park Velodrome, May 31, 2008 - A day spent at Hellyer Velodrome watching the HPV races.
Tour of California Stage 3, February 20, 2008 - This stage went from Modesto to San Jose by way of Del Puerto Canyon and Mt. Hamilton. The finish line was in front of San Jose City Hall at 5th Street and Santa Clara St.
Tour of California Prologue, February 17, 2008 - The course ran from downtown Palo Alto to Stanford. The photos show a variety of images, mostly of the race but some of the spectators.
San Benito Enduro, February 9, 2008 - Also known as the Low-Key Megamonster Enduro. After a twelve-year hiatus, and a slight route modification, the Low-Key Megamonster Enduro was revived. The day was bright, sunny, and warm, a marked change from recent cold and wet weather we had enjoyed for the last month and a half. Altogether some 70 participants cycled 100 kilometers or 100 miles of CA25 from Paicines, CA to a turnaround point at CA198, 51 miles to the south.

2007

Bike Ridden: Power Gold Rush

Distance: 76.5 miles

Cumulative climbing: 3600 feet

Southern CA25, December 2007 - Ron Bobb and I explored the southern end of CA25. We started near the Bear Valley Fire Station, about five miles north of the east entrance to Pinnacles National Monument. Our route took us south through Bear, Dry Lake, Topo, Little Rabbit, Rabbit, Bitterwater, and Peachtree Valleys, and back again in reverse order.

The landscape was dry with barely a hint of green poking up occasionally. We saw evidence of overgrazing and a blight that seems to have stricken most of the old oak trees in the area.

Traffic was nearly nonexistent south of Pinnacles until the northern end of our return trip, where we were overtaken by several convoys of campers, motorhomes, and pickup trucks towing dirt bike trailers returning from the Clear Creek area at the end of the day.
Low-Key Hill Climb: Mt. Hamilton, November 2007 - Mostly photos of most riders arriving at the top of the climb.
Low-Key Hill Climb: Sierra Roard, November 2007 - Photos of some riders arriving at the top of the climb.
Bike Ridden: Power Gold Rush

Distance: 70 miles

Cumulative climbing: 6900 feet

McGee and Rock Creek Roads, September 2007 - I rode from our condo in Mammoth Lakes to meet Ron Bobb and Alice Mestemacher at their camp site at the McGee Creek RV Park. All three of us rode up McGee Creek Rd. and then out to Tom's Place. Ron and I continued up Rock Creek Rd. to Mosquito Flat and returned the same way. After visiting with Ron and Alice afterward I rode back into town, an uphill ride with about 1300 feet of elevation gain and a stiff headwind.

Bike Ridden:	Power Gold Rush
Distance:	93.8 miles
Cumulative climbing:	6740 feet
Total Time:	7:18:16
Riding Time:	5:42:02
Avg. Speed (moving):	16.46 mph
Max. Speed:	45.6 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	617.8 wh
Wh/mi:	6.6
Battery Amps-Hour Used:	24.04
Max. Current:	40.0 Amps
Total energy from motor:	1557 kJ (432 wh)

Swanton Pacific Railroad, August 2007 - My sister, Laura, graciously offered to host a gathering at her house in Santa Cruz. The plan was for us all to go to dinner in the evening, so this left the day for me to find an interesting ride that started at home in Sunnyvale and ended in Santa Cruz. As it happened I ended up using the extra time that I wouldn't have to ride home from Santa Cruz taking care of odds and ends before I left home in the late morning. But, I still found some interesting places to explore along the way, in particular, the Swanton Pacific Railroad in Swanton, a project started by Al Smith (founder of Orchard Supply Hardware) on his ranch that he bequeathed to Cal Poly a number of years ago.

The railroad is built 1/3 scale and has a number of pieces of equipment including steam locomotives (diesel fired), a diesel switcher, a number of passenger cars, both open and covered, and some utility/maintenance cars. I also toured the grounds and explored as far as the Ed Carnegie bridge over Scott Creek south of College Park.

My visit to the ranch was unplanned. I just happened to see the sign for the railroad at the entrance as I was riding by, so I went in to have a look. I was fortunate that one of the on-site volunteers, Andy, was available and willing to show me around the place at the moment I showed up.

My ride started in Sunnyvale. I rode out to Portola Valley on the usual roads, climbed Old La Honda, descended to La Honda, then took Pescadero Road to Pescadero. Since I had plenty of water and food with me I didn't stop in Pescadero but continued on Bean Hollow Road and CA1 to Swanton Road. I hadn't ridden Swanton Road in many years.

After my visit to the Swanton Pacific Railroad I continued south on Swanton Road and rejoined CA1 north of Davenport. I took CA1 south past Davenport, then turned left on Bonny Doon Road.

Bonny Doon Road passes initially through a deep canyon then climbs steeply to a bench where it crosses a conveyor belt for the cement plant in Davenport. After this brief respite the road resumes climbing with a wider shoulder before leveling off in a meadow between Smith Grade Road and the Bonny Doon Winery tasting room.

I continued past the tasting room and took Martin Road up through the dry landscape of the Bonny Doon Ecological Reserve. At Ice Cream Grade I turned left, and then at Pine Flat Road I turned right.

At the upper end of Bonny Doon Road I turned left and began a long, sweeping downhill on a smooth, mostly straight road, punctuated by three tight 90-degree turns near the bottom of the descent. (The fourth and last 90-degree turn isn't as tight as the others.)

Having completed my Bonny Doon loop I returned to Smith Grade Road and turned left. Smith Grade Road descends gradually at first, then steeply into "the hole", the deep canyon of Reggiardo Creek, then Laguna Creek, before climbing to the low ridge at Majors Road separating the Laguna Creek watershed from that of Majors Creek.

At the eastern end of Smith Grade I turned right on Empire Grade and continued into Santa Cruz and the end of my ride.

Bike Ridden:	Power Gold Rush
Distance:	44.4 miles
Cumulative climbing:	6000 feet
Total Time:	9:22:35
Riding Time:	4:31:36
Avg. Speed (moving):	9.78 mph
Max. Speed:	44.1 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	460.3 wh
Wh/mi:	10.4
Battery Amps-Hour Used:	17.75
Max. Current:	28.5 Amps
Total energy from motor:	1160 kJ (322 wh)

Mt. Hamilton Sunrise, July 29, 2007 - Ron Bobb and I met Piaw Na and a few of his friends at Crothers Road and Mt. Hamilton Road at 2:55a for a moonlight ride up Mt. Hamilton to watch the sun rise. We arrived a bit late to join the group, so they left ahead of us.

While we were setting up the bikes we discovered that the dirt shoulder next to Crothers Road was covered with puncture vines and that a number of the evil thorns had found their way onto the bottoms of our shoes and were stuck to our tires. Fortunately we hadn't ridden our bikes yet, so the thorns hadn't penetrated.

Once we picked out the thorns we started our ride up the road. Another cyclist, Mike, had also arrived late and had forgotten his lights, both front and rear, so we offered to let him ride between us. We had remembered to bring our lights.

Ron and I rode at first with tail lights. Ron took the lead and used his low-wattage headlight, and I turned on my headlight only for the downhills.

Later up the road we came upon some other cyclists in Piaw's group who had been delayed fixing flat tires—four flats altogether. I wonder how they got so many flats!

When we got about halfway up the last climb, about 1000 feet from the summit, the sky began lightening noticeably, and the heavy orange orb of the full moon began to set behind Skyline Ridge in the Santa Cruz Mountains on the other side of San Jose.

A few hundred feet from the summit I offered to give Ron a push so that we wouldn't miss the sunrise from the top. He declined my offer, but he told me to go on ahead if I wished. So, I raced the last mile up the hill.

It was clear that from the summit of Mt. Hamilton the summer sun would rise behind nearby Copernicus Peak to the east. I suggested that we head east down the road to a small turnout just past mile marker "1" we had used a few years ago to view the sun rising over the Sierra Nevada. We arrived at the turnout a few minutes before the sun poked itself above the horizon.

After we viewed the sunrise we rode back to the summit of Mt. Hamilton and met up with the rest of the group including Ron, Marius Schilder, and Laura Stern and enjoyed watching the shadow of the Mountain slide across the haze above San Jose.

After another ten minutes we rode a short distance down the west side of the mountain to enjoy an informal breakfast at the home of Dr. Elinor Gates who had the good fortune of living in the old observatory director's house near the dome of the Crossley Reflector.

After breakfast Ron and I returned to the summit bench to enjoy the clear views in the balmy air for another hour before starting our trip down the mountain.

When we got to Halls Valley we turned left on Quimby Road and climbed the 600 feet to its abrupt summit (2204ft) on the shoulder of Masters Hill (2429ft) before plunging down into San Jose. From the bottom we returned to the start by way of Mt. Pleasant Road and Clayton Road.

Bike Ridden: Power Gold Rush

Distance: 85 miles

Cumulative climbing: 7420 feet

Pescadero and Purisima, July 2007 - I rode from Sunnyvale up Page Mill Road, down Alpine Road, then Camp Pomponio Road to the Bridge Trail and then west on Old Haul Road. From the west end of Old Haul Road I took Wurr Road to Loma Mar, then Pescadero Road to Pescadero for lunch. After lunch I took Stage Road through San Gregorio to CA1 to Lobitos, where I took Verde Road to Purisima Creek Road and Purisima Creek Trail to Skyline Blvd. (CA35) before returning home on a slightly indirect route.
Bike Ridden: Power Gold Rush

Distance: 73 miles

Cumulative climbing: 5000 feet

Contra Costa, July 2007 - Zach and I took BART from Rockridge to North Concord then proceeded to return to Oakland along the water's edge of Contra Costa County. We started through Martinez then along the Carquinez Scenic Drive to Crockett. We took a short out-and-back detour across the Zampa Bridge on the ample bike path/sidewalk, then continued on San Pablo Ave. When we got to San Pablo we had to detour through some rural countryside in the flats between the hills of El Sobrante and Point Richmond. When we got to Point Richmond we detoured north through Point Molate to Point San Pablo, riding as far as the levee at the Yacht Harbor before retracing our path to Point Richmond. We then took the shoreline bike path back to Berkeley, and finished the ride with a climb up through Berkeley, up Centennial Drive to Grizzly Peak and then down Skyline and Broadway Terrace.
A Ride with Stella and Frank, June 2007 - Stella and Frank, after having many life distractions over the recent years, have been getting back into biking. This Sunday they joined me for a ride through the Santa Cruz Mountains between Los Gatos and Santa Cruz.
Rodney Smith Incident, June 2007 - Rodney Smith was struck from behind and killed by a motorist while riding eastbound at the top of the hill on Sand Hill Road on Memorial Day, 2007. The photos in this album give an overview of the scene and some of the markings found on the road.
Sequoia Century, June 2007 - Ron Bobb and I rode the Sequoia Century Long Route. The route took us up Page Mill Road, down west Alpine Road to Sam McDonald Park, then Pescadero Road and Cloverdale Roads to Gazos Creek Road, then south to Santa Cruz on CA1 for lunch. Our return route climbed Granite Creek, Glenwood, and Mountain Charlie Roads to Summit Road and Skyline Blvd. before descending CA9 to Pierce and Mt. Eden before returning to the start. Most of the photos were taken at the rest stops.

Bike Ridden:	Power Gold Rush
Distance:	66.4 miles
Cumulative climbing:	8130 feet
Total Time:	7:40:00
Riding Time:	6:01:30
Avg. Speed (moving):	11.01 mph
Max. Speed:	44.9 mph
Nominal System Voltage:	24
Battery energy capacity:	1024 wh
Battery energy consumed:	426.9 wh
Wh/mi:	6.4
Battery Amps-Hour Used:	16.63
Max. Current:	26.7 Amps
Min. Voltage:	25.0
Max. power to rear wheel:	601 watts
Avg. power to rear wheel:	171 watts
Total energy to rear wheel:	3610 kJ (1003 wh)
Total energy from motor:	1076 kJ (299 wh)
Total energy from human:	2534 kJ (704 wh)

Tioga Road, May 12, 2007 - Ron Bobb and I started our ride at the Hodgdon Meadow entrance station on the west side of Yosemite on CA120.

We started by taking Old Big Oak Flat Road, the old road into Yosemite from this direction, also known as Tuolumne Grove Road. This road is paved but several years ago was closed to auto traffic after a storm damaged the road. Bicycles can easily ride through, although the upper part of the road is the main trail through the Tuolumne Grove. There was a "no entry" sign, presumably for autos not to continue uphill where the old road used to be one-way downhill, and at the top parking lot there was a sign "No Vehicles Beyond This Point", but no specific prohibition against bicycles. The road lies just outside the wilderness boundary.

This road climbs steeply through the forest and finishes at the parking area for the Tuolumne Grove. At the bottom of the climb we saw crossing the road in front of us a rather large coyote who was too quick for my camera and about twice the size of those we usually see in the Santa Cruz Mountains near home.

Once we regained Tioga Road we headed east and uphill. Traffic was light overall and passed in platoons rather than singly. The road had opened less than 24 hours earlier. Most drivers were uncommonly polite, leaving more than the usual amount of space while passing.

The climb from Crane Flat to White Wolf is roughly 2000 feet, but is a bit of a slog through the woods, there being few interesting sights along this stretch. But, even after this dry winter, water running under, across, or alongside the road was a nearly constant companion.

A couple miles past the turnoff for White Wolf, Ron decided that this wasn't his day to do a long ride, so he turned back. It was decided that I would continue to Tioga Pass and Ron would return with the truck and pick me up wherever we happened to meet up on the road later in the afternoon.

I continued downhill to Yosemite Creek, then uphill on the eastern side, crossing several streams that were running across the road. Of course, motor traffic always seemed to pass and kick up the water just as I was crossing one of these seasonal floods.

East of the Porcupine Creek trailhead the scenery becomes more interesting, the road leaving the thick forest and crossing bare granite in many places. Views of distant landmarks became more frequent.

I stopped briefly at Olmstead Point to enjoy the view along with most of the motorists who were driving the same way. I was surprised how thin the snowpack was this year and how little snow remained on the ground.

From Olmstead Point Tioga Road descends to Tenaya Lake (8150ft), skirting its northwest shore before climbing to a low pass between Polly and Medlicott Domes. I saw no climbers on Pywiack Dome today, although the weather would have been perfect for climbing.

I continued on through a short dip across Cathedral Creek and over another low pass before descending into Tuolumne Meadows (8600ft) , where the snows had recently cleared, leaving a swamp amidst last year's brown blades of grass. Fortunately it was too cold for mosquitos.

I stopped at the store hoping I'd find it open. The ranger we spoke with at Crane Flat warned that there were No Services along Tioga Road today, and he was right. The store was shuttered. Even the restrooms were closed, the parking lot taped off. I was rather disappointed as I had been hoping to stop for some salty food. Homeopathic electrolyte capsules (Hammer Enduralytes) and energy bars weren't quite enough.

In spite of this I pressed on to Tioga Pass. As I climbed the snow became more constant on the ground, although the depth was never more than about five feet near the road.

At Tioga Pass I asked the ranger if the store at the Tioga Pass Resort, a couple miles downhill east of the Pass, was open. He said it was closed for the season. I wasn't going to go to Lee Vining as the plan was for me to return on the road from the Pass to meet up with Ron.

So, I turned around and in spite of the steady west wind found the descent back to Tuolumne Meadows much easier than the climb. Even so, I had only just enough clothing with me—all of it on me—to feel not chilled. I had climbed the same section of road earlier in short sleeves.

As I was descending westbound to Tenaya Lake I met up with Ron who was driving the other way.

Left Coast Velomobile Gathering, March 2007 - A gathering in San Luis Obispo, CA, of velomobiles, their owners, designers, and individuals interested in velomobiles. Most of the photos are of various bikes. After standing around half the day we took a short group ride out to Avila Beach.
Zach does Livermore on his Sunset, March 2007 - Photos of Zach Kaplan on his Earth Cycles Sunset low racer doing a Western Wheelers club ride in the Livermore area.
Tour of California: Stage 3, February 2007 - This 95-mile stage from Stockton to San Jose included a climb up Sierra Road before arriving in downtown San Jose. The photos in this album were taken on Sierra Road.

2006

East Dunne Ave., Morgan Hill, October 2006 - I rode from home down to Morgan Hill, then up East Dunne Ave. to Henry Coe State Park and back to Morgan Hill before returning home. This album includes photos only from the ride up and down East Dunne Ave.
John Peckham Memorial Ride, September 2006 - On Friday Sept. 8, a drunk driver speeding northeast on Old Page Mill struck and killed John Peckham, 31, who had ridden slightly ahead of his group on the Noon Ride heading in the opposite direction that day.

This memorial ride, in honor of John, started at the VA Health Care Facility in Palo Alto. After everyone was gathered in the parking lot, several hundred altogether including John's mother, we made our way slowly and silently to the place he was killed on Old Page Mill Road to leave flowers and wildflower seeds in his memory. Afterward we all continued on a short or long ride in the nearby hills.

Bike Ridden:	Gold Rush
Distance:	61.7 miles
Cumulative climbing:	5700 feet
Total Time:	6:48:58
Riding Time:	5:30:28
Avg. Speed (moving):	11.2 mph
Max. Speed:	46.7 mph
Max. power to rear wheel:	453 watts
Avg. power to rear wheel:	133 watts
Total energy to rear wheel:	2630 kJ (731 wh)

Kings Creek, September 2006 - I rode from home in Sunnyvale and climbed directly to the highpoint on Skyline Blvd. near Mt. Bielawski. Then after making a quick detour to the top of Mt. Bielawski I rode down Kings Creek Truck Road, (a.k.a. Smead-Damond-McDonald Road), past the Buddhist retreat, Vajrapani Institute, then down Kings Creek Road, and returned home on routes I have documented in other albums.

Kings Creek Truck Road is steep and rough, but appears to be seldom traveled. The road passes mostly through Castle Rock State Park, although it passes through at least two inholdings: one owned by Isaacson near the top, and the other the Vajrapani Institute at the point where the road reaches Kings Creek.

At the institute I stopped to chat with some folks, Lisa and Venerable Jangchup, a Buddhist monk, who were cleaning up around the stupa following a festival the day before. They suggested I ride around the stupa for good luck. (The proper chant was provided by Lisa, the photographer.)

The weather was very warm at lower elevations: 87F, but relatively cool on the ridges, 62F, an unusually large temperature spread.

Return to Freedom, September 2006 - A group of nine recumbent cyclists and two unicyclists started at the Easy Racers Factory in Freedom, CA and rode out to Sunset State Beach, then south to Moss Landing for lunch. We returned through the hills of Prunedale, stopping at Gizdich Ranch for apple pie before returning to the Easy Racers shop through Corralitos.
Bike Ridden: Gold Rush

Distance: 61.6 miles

Cumulative climbing: 5230 feet

Hollister, August 2006 - Ron Bobb and I met in Hollister and rode a couple of out-and-back routes on Comstock Road and Lone Tree Road in the hills to the east of town. We finished the ride with a loop up Santa Ana Valley and then Quien Sabe Roads to Tres Pinos and returned to Hollister on Southside Road along the mostly dry San Benito River.
Bike Ridden: Gold Rush

Distance: 67.2 miles

Cumulative climbing: 3760 feet

Old Stage Road, August 2006 - Ron Bobb and I started at his place in Watsonville. We rode over to San Juan Bautista through Aromas, then we rode up the Old Stage Road (dirt and closed to motor traffic) over the northern tip of the Gabilans, then down into Salinas for a break. We returned to Watsonville through the artichoke fields of Castroville, then through the hills of Prunedale and Las Lomas.
Shoreline Park, August 2006 - This was a short ride with Zach and Noriko from home to Shoreline Park in Mountain View. What's unusual about this album is that it features Zach riding an upright bike.
Bike Ridden: Gold Rush

Distance: 58.3 miles

Cumulative climbing: 6500 feet

Total energy to rear wheel (PowerTap): 2780 kJ (772 wh)

Montevina, August 2006 - I started in downtown Sunnyvale and headed out to Los Altos Hills, climbing Moody and Page Mill Road. Then I rode south on Skyline Blvd. and descended Gist and Black Roads. Then I took the reverse direction of the usual traversal of El Sereno Ridge by climbing Montevina Road and descending Bohlman Road. I returned to Sunnyvale by riding through Saratoga on a portion of The Maze and by climbing over Sarahills, Pierce, Mt. Eden, and Stevens Canyon Rds.
Bike Ridden: Gold Rush

Distance: 38.9 miles

Cumulative climbing: 3860 feet

Total energy to rear wheel (PowerTap): 1550 kJ (431 wh)

Aptos Creek Fire Road, July 2006 - After getting a new sock pole made for my bike at the Easy Racers factory, I and Ron Bobb headed out for a late afternoon ride up Eureka Canyon Road to Buzzard Lagoon Road. We then rode through the Forest of Nisene Marks State Park, over the top of Santa Rosalia Mountain (2600ft) and down the Aptos Creek Fire Road into Aptos. We returned to Freedom on Soquel Drive and Freedom Blvd.
Bike Ridden: Gold Rush

Distance: 75.6 miles

Cumulative climbing: 4190 feet

Total energy to rear wheel (PowerTap): 2588 kJ (719 wh)

Fort Ord, July 2006 - Ron Bobb and I rode from Watsonville south to Marina and then into Fort Ord via Reservation Road and East Garrison. We then toured through the reservation grounds on a zig-zagging course that included paved and unpaved roads. We stopped in Marina for a late lunch and returned to Watsonville through the Elkhorn Slough.
Bike Ridden: Gold Rush

Distance: 95.1 miles

Cumulative climbing: 8770 feet

Total energy to rear wheel (PowerTap): 4107 kJ (1141 wh)

Chalk Mountain, July 2006 - I started this ride in Sunnyvale, CA and rode over the hill to Big Basin Redwoods State Park. From the park headquarters I rode west on Gazos Creek Road to Sandy Point. Then I rode south on Whitehouse Canyon Road to Chalk Mountain Road. I rode Chalk Mountain Road up to Chalk Mountain and beyond to the western peak, where the views are less obstructed by vegetation. I returned to Sandy Point and then continued west on Gazos Creek Road as far as Cloverdale Road. From this point I rode home on the usual roads. I only included photos from the Big Basin segment as the rest of the route is documented in various other albums.
Bike Ridden: Gold Rush

Distance: 96.9 miles

Cumulative climbing: 7720 feet

Total energy to rear wheel (PowerTap): 3885 kJ (1079 wh)

Montara Mountain, July 2006 - I rode from downtown Sunnyvale north to Pacifica, then up Montara Mountain where the temperature climbed from a low of 59F to 94F once I got above the fog. I then rode down to Half Moon Bay for a late lunch. I returned home up the Purissima Creek and Borden Hatch Mill Trails, Tunitas Creek Road, Star Hill Road, Swett Road, Skyline Blvd, and then descended the Spring Ridge Trail through the Windy Hill Open Space Preserve.
Lyresa's Hills Candid Group Photo, July 2006 - Candid photo of most of the participants of Lyresa Pleskovitch's ride in the hills of the south-central Santa Cruz Mountains on July 4, 2006.

Bike Ridden:	Gold Rush
Distance:	78.8 miles
Cumulative climbing:	8000 feet
Total Time:	10:29:39
Riding Time:	7:35:54
Avg. Speed (moving):	10.37 mph
Max. Speed:	47.6 mph

Olmo Trail, July 2006 - Ron Bobb and I started in downtown Sunnyvale and headed out one of the usual routes to Big Basin Redwoods State Park to the top of China Grade Road and halfway down the South Butano Fire Trail.

At the junction with Olmo Trail we turned left and descended Olmo Trail over the bumps and dips of Olmo Ridge before descending into Butano State Park. We returned to Sunnyvale on the main roads after stopping for a snack at the store in Loma Mar.

The photos include only the portion on Olmo Trail as I have documented the rest of the route in various other albums.

Bike Ridden:	Gold Rush
Distance:	115.9 miles
Cumulative climbing:	8200 feet
Total Time:	13:17:19
Riding Time:	9:57:06
Avg. Speed (moving):	11.6 mph
Max. Speed:	42.1 mph
Max. power to rear wheel (PowerTap):	395 watts
Avg. power to rear wheel (PowerTap):	122 watts
Total energy to rear wheel (PowerTap):	4364 kJ (1212 wh)

San Benito, Clear Creek, and Idria, May 27, 2006 - On the drive south to Paicines, CA rain pelted my windshield. In the gradually lightening sky I could see angry clouds swirling about Mt. Hamilton and the hills to the south. Knowing that that San Benito County could be hot this time of the year I had planned to do this ride on a cool day. The weather reports said nothing about rain, yet it was raining.

Fortunately, the clouds seemed less dense to the west, and with the prevailing northwest winds blowing the weather in the opposite direction, I expected this would all pass by the time I was on the bike. It did.

Ron Bobb and I had planned to meet at 7:00a in Paicines, CA near the store at the intersection of CA25 and Panoche Road as we had on our prior rides in San Benito County. A couple of minor events conspired to delay our departure until nearly 8:00a. Fortunately, this was just long enough to allow the weather to blow eastward. Perhaps some of the rain would dampen the dirt roads we were to ride later in the day.

Our route was inspired by a few ride reports written in recent years by Jobst Brandt (1, 2, 3) of his ride through this area and by my own curiosity after perusing a AAA roadmap of the area. We would ride south on CA25, then detour on Old Hernandez Road before taking Coalinga Road (County Road 109) over a short but moderately steep ridge into Hernandez Valley. Our route would then climb the dirt Clear Creek Road through the off-road vehicle recreation area to Clear Creek Summit before descending into the old mining ghost town of Idria, site of the abandoned New Idria quicksilver mine. We would then return to Paicines on New Idria and Panoche Roads.

Maps: Overview, Complete

Detail Maps: Old Hernandez Road, Lorenzo Vasquez Canyon to Hernandez Valley, Clear Creek and Idria

(Open the full-size images to see the details in the maps.)

We headed south on CA25 under cloudy skies and cool temperatures with the aid of a gentle tailwind. Traffic, most of it going to Pinnacles National Monument, vans and SUVs loaded to the windows with coolers and sleeping bags, passed us occasionally as we rode past miles of vineyards. A red-tailed hawk screeched and chased an interloping crow overhead. By the time we crested the hill north of the Bear Valley CDF station, the clouds had broken, allowing the morning sun to peek through.

We continued south through Bear Valley past the east entrance to Pinnacles. Bear Valley is shaped like the top of a "Y"; the stem and low point of the valley points southwest through Pinnacles. Water falling in this valley eventually flows into the Salinas River.

After we passed the Pinnacles entrance we began a mild climb along the other side of the "Y", a climb that steepened shortly before a notch, the east side of which took us down into Dry Lake Valley. We turned left on San Benito Lateral that took us to Old Hernandez Road that heads south and upstream along the meanders of the San Benito River.

Old Hernandez Road climbs and descends along the spurs of Buck Ridge to the west and is not as flat as it appears on the map, about 700 feet of climbing altogether.

A few miles from San Benito Lateral, Old Hernandez Road crosses a new culvert and becomes a well-graded dirt road on the floodplain. In another mile we reached an unpaved ford that we could not ride through the San Benito River. We both walked our bikes through the ford, although Ron gave riding a try after we saw a motorcyclist ride through. As the morning air was still cool we removed our socks (and insoles) first, but walked through in shoes, not barefoot. If the water had been only a few inches high we could have done this without getting our feet wet as we discovered that our shoes were watertight. Once flooded, though, our shoes did not drain unless we tipped them upside-down.

The dirt part of Old Hernandez road eventually became paved as we neared its southern end. Somewhere along the southern end of Old Hernandez Road I saw frightened to flight a large black bird with a bare head that had been perched at the top of one of the taller trees. This bird had at least twice the wingspan of a vulture. It flew off behind some trees before I could photograph it, but I distinctly saw a skin-covered head and a tuft of feathers around the base of its neck. I think it was a California condor, but it could have been an enormous turkey vulture. It disappeared too quickly for me to be sure.

We turned left at Coalinga Road and continued along the San Benito River, past the Beaver Dam CDF station that was closed (although the residence behind the gate appeared to be occupied), and began the gradually steeper climb up Lorenzo Vasquez Canyon.

As I climbed I watched a particularly handsome red-tailed hawk circle lazily over us, first on one side then on the other side of the canyon. I thought of stopping to get a picture, but with my point and shoot camera, I’d have to get lucky and have him come close first.

Near the top of the climb at milepost 11.34 the road crosses a small but unusually clean-looking creek, unsullied by algae blooms. We stopped here to top off our water supply as good water would not be available for another 50+ miles. (I used a PUR Hiker pump filter that I had packed for just such an occasion.) I learned later that this creek is fed from Sweetwater Spring about a half mile up the mountainside. Ron thought the water tasted good. I agreed but detected a touch more salt than I am accustomed to, like drinking water out of a nearly spent water softener. It certainly was not as salty as the water we got at Mercey Hot Springs on our ride earlier in the year.

After climbing out of Lorenzo Vasquez Canyon the road descends sharply to Laguna Valley then climbs a low ridge before descending to the edge of Hernandez Reservoir and Hernandez Valley.

We rode past verdant Hernandez Valley for less then two miles before turning left onto Clear Creek Road. Our first obstacle was a rideable paved ford through the San Benito River, our last crossing of this river, but the first of many such crossings of Clear Creek that we would make.

Clear Creek Road ascends through the Clear Creek Management Area, a popular off-road vehicle park managed by BLM (Bureau of Land Management). Clear Creek itself appears clear compared to San Carlos Creek on the other side of the ridge, but signs warning of asbestos-laden soil and abundant mine tailings and other mining activity, not to mention the motorbike traffic in the area, made me glad that we filled up our water at Sweetwater Spring.

Clear Creek Road climbs imperceptibly up Clear Creek Canyon to the Oak Flat campground. After the campground signs warn that the county-maintained road ends. The canyon narrows, and the road becomes rougher and steeper, climbing steeply above the creek for a while before plunging down and crossing it at a ford. It was on the longest and steepest of these uphills that we were forced to walk for about 200 yards, the second time of three that we had to walk our bikes during the day.

We passed several groups of motorbikers. Fortunately, we could hear them for about 10-15 seconds before they came within sight. These groups were not so frequent as to be annoying, and they were all with one exception courteous. (Ron almost got nailed by the leader of the first group we encountered coming down the hill.) Most of them waved. A few said, "Whoa! What was that?!", as they went by.

We saw the rangers at one of the campgrounds further up the canyon. They were surprised when we told them we were going "over the hill to Idria." I asked if the road was open all the way, and they said, "Yeah, it's a county road all the way over." One of them insisted on taking our picture, saying he had never seen bikes like ours in that area in all the years he's worked there.

Once past the narrows of the canyon the road climbs more gradually alongside the creek, crossing it several times through paved fords, all of them rideable. At several places the road passes near large outcroppings of serpentine rock.

We passed several open areas, "barrens", where off-roading is not restricted to established roads or trails. Some of the steep, barren hillsides appeared to be popular exercises for the motorbikers, although we saw none attempting these while we were there.

Eventually the road leaves the creek and begins a steady climb of several long switchbacks. As we rose out of the canyon the view opened up. We could see down the canyon where we had ridden, across to Picachos Ridge (4688ft and 4657ft) and Alta Peak (4709ft) that divide the watershed of Clear Creek from that of Sawmill Creek on the other side and to the east, the summit of San Benito Mountain (5241ft) and Clear Creek Summit (4441ft) we would have to cross.

Along one of these switchbacks near the top we saw a car coming down the road, and in the car was Ron's dentist (and fellow woodwind player), Grant. Sometimes the world seems small.

When we got to the summit we couldn't find a summit sign, so we used the direction sign as a backdrop for a couple of pictures (1, 2). From the summit we could see far below the dry reddish Ciervo Hills north of Idria, and beyond the cultivated fields of the San Joaquin Valley were clearly visible far below. It was then that I was aware of our elevation (4441 ft) and why the air felt cold in the light breeze now that we had stopped climbing.

The continuation of Clear Creek Road descends the north side of the ridge in dramatic fashion for the first 3/4-mile and 700 feet of drop. Much of it would be too steep to ride up, the surface being too loose for good traction. But, downhill was quite rideable or if loose, Drais-able*. We did not ride fast, not wanting to miss good picture opportunities, and there were several: San Carlos Peak, dramatic views, large barrens, and a panoramic view over Idria.

Prior to each sharp bend the surface of the road was wrinkled by moguls about eight to twelve inches deep spaced approximately six feet apart. These made for interesting riding. Most of the time I picked a line that avoided the deeper ones, especially as some of these had a muddy bottom, but once I allowed myself to go from one to the next at a faster pace. I found that their period was about equal to the wheelbase of my bike (72 inches), so that both front and rear wheels rose and fell together. I was able to suspend myself between my feet and my back and let the bike rise and fall underneath me, the seat slapping me lightly on my backside at the peaks of these moguls, although if I did not take care, the seat would slap my jewels.

The road descended more gradually after the junction with the road that climbs along the upper reach of San Carlos Creek. Where the road levels off we heard a nearby report of automatic gunfire: rat-tat-tat-tat, the noise echoing off the cliff on our left. We were hoping that's all that was bouncing off the cliff. This was no shotgun. We rode quickly around the next corner and out of a direct line of whatever was being fired.

Along one of the tightly spaced switchbacks we walked our bikes for the second time past a mud bog. Slightly further down the road we passed a when-is-a-door-not-a-door door of one of the mineshafts. The void felt vaguely threatening as if unseen eyes were peering out at us.

About a half-mile before we arrived in Idria the road became steep and rocky. This time we draised* about 20 yards of the steepest, loosest stuff.

At an overlook of the town we beheld an ugly pool of acid mine drainage located directly behind the old smelter. The red/burnt orange color is apparently from iron oxide, not mercury. This is the "tomato soup" one sees flowing down San Carlos Creek.

The town of Idria itself appears unchanged from our prior visit in December 2004. We looked around for Dan Kingstone-Hunt, the town's erstwhile caretaker, but neither he nor any sign of his dogs could be seen or heard. I took pictures of some of the buildings (Post Office, Mine Rescue, and General Store) and the main street, but just as I took the last picture before we left town my memory card filled up. Fortunately, I have pictures of the smelter and our return route available in the 2004 photo album.

We descended the mostly-paved New Idria Road as it dropped 1000 feet steeply through the narrow canyon and out into Vallecitos Valley. Where the road makes its bend to the west and leaves the shelter of the hills, the headwind that would accompany us most of the way home hit us full force. Even though the route was now familiar, we still had almost 50 miles to go.

We slowly climbed the gradual 400 feet to Syncline Divide into the roaring headwind, managing 11-12 mph. To break the monotony we watched numerous ground squirrels dart across the road in front of us. If we listened we could hear the rustling of the grass next to the road as warning that a squirrel was about to appear. Several of them squeaked warnings as we went by. I had visions of a squirrel climbing up under the fairing when one of them crossed in front of me and ran next to my front wheel for some distance before turning away and rushing into the grass by the road.

The descent to and through Griswold Canyon was just steep enough to counter the headwind, making the road feel level. When we exited the canyon into Panoche Valley we enjoyed a tailwind while the road tacked east, but the headwind hit us again, this time stronger, when the road rounded a bend and began to head again north and west.

We stopped at the Panoche Inn for a break. From the porch outside we could hear the sounds of laughter and billiards from within. I felt like I was walking into a different era. Several guys were at the bar in full western dress: Stetson hats, plaid shirts, jeans, and shoes with spurs. They were flirting with a couple women dressed similarly.

The Panoche Inn feels initially like the Junction Cafe, but the clientele here appeared to be predominantly country folks who work on a ranch.

Ron and I both decided to stay for a while to take a break from the wind. We each ordered a small meal of sandwiches, chips, and soft drinks from the friendly couple who run the place. Maybe the wind would weaken as the sun went down. We were in no rush as we had packed small lights in case we didn't finish by dark.

After our break we continued northwest on Panoche Road into the now weaker wind, but directly into the setting sun past Llanda and up to Panoche Pass. At the pass we stopped to put on our taillights. I was hoping to get through the Tres Pinos Creek narrows before needing headlights. The moon would not be out tonight.

After the sun went behind the ridge, I witnessed a brilliant orange sunset until I remembered that my dark glasses, being burnt orange tint, made the sunset appear more saturated than it was.

While riding through the narrows I saw a great horned owl circle overhead, land in a tree, swivel its head, and peer down briefly at me, its "horns" visible in silhouette against the lighter sky, before taking off again on its broad, silent wings. I saw another great horned owl later on down the road circling over the fields looking for a meal.

As sunset turned to twilight I turned on my headlight and enjoyed the last 10 miles back to Paicines breathing in the sweet odor of drying grass, the scent of California.

Information on Idria and the New Idria mine can be found here.

Information on the Clear Creek Management Area can be found here.

*Draising - named after Baron Karl von Drais inventor of the Laufmaschine or dandy-horse, propelled by the rider pushing along the ground with feet as in walking or running. On our bikes Ron and I draised only for balance not propulsion when descending steep, loose surfaces, but the technique can also be used to move slowly through tight or crowded spaces. This technique can be used to teach children to balance on bicycles without using training wheels.

Bike Ridden:	Rotator Pursuit
Distance:	95.8miles
Cumulative climbing:	8010 feet
Total Time:	10:54:00
Riding Time:	8:10:03
Avg. Speed (moving):	11.7 mph
Max. Speed:	48.0 mph
Max. power to rear wheel (PowerTap):	506 watts
Avg. power to rear wheel (PowerTap):	140 watts
Total energy to rear wheel (PowerTap):	4145 kJ (1151 wh)

Tour of the Unknown Coast, May 13, 2006 - Ron Bobb and I towed the Particleboard Palace up to the campground and the Humboldt County Fairground in picturesque Ferndale, CA so that we could participate in the Tour of the Unknown Coast, a 100-mile loop through big redwoods, up and down some long and steep hills, through hidden valleys and along a remote segment of California coastline between Point Gorda and Cape Mendocino.

Maps: Overview, Complete, Panther Gap Detail, and Lost Coast Detail

We started off just behind the lead bunch who were racing the course. The first ten miles were the easiest as we rolled through fields along Grizzly Bluff Road and later on the rollercoaster of Blue Slide Road until we got to Rio Dell.

After passing along the quiet main street of Rio Dell we crossed the Eel River on the Murphy Memorial Bridge into Scotia, a company town for Pacific Lumber. The town and the factory were both quiet as we rode by.

Our route took us onto the wide shoulder of US-101 for a few miles until we reached the northern end of Avenue of the Giants. We proceeded south along the Avenue past the Immortal Tree, up to Redcrest, then down alongside the Eel River.

At the old site of Dyerville we crossed under US-101 and headed up into Bull Creek Basin on Mattole Road through the magnificent old redwoods of the Rockefeller Grove. The closest analog I can recall is the lower reach of North Escape Road through Big Basin Redwoods State Park, but these groves were larger, and the trees seemed larger, too. The feeling was like that of riding through a cathedral.

Eventually Mattole Road left the giant redwoods and began a long, somewhat tedious climb to Panther Gap. We paused for a few minutes at the top of the climb before starting the descent to the Mattole River Valley. On the way down, we stopped a few more times to take pictures.

Mattole Road descends gradually at first, but toward the bottom of the descent, the road gets steeper. After several switchbacks we suddenly found ourselves at the Honeydew Bridge that crosses the Mattole River.

After crossing the bridge we continued down river over several of what seemed to me to be gratuitous hills. I wondered why the road didn't follow the river but chose instead to climb high above its banks, sometimes far from the river itself.

At some length we reached our lunch stop at Arthur W Way County Park tucked into a sheltered bend of the river. Ron had broken a spoke on his rear wheel while climbing over one of these gratuitous hills and spent some time with the mechanic installing a spare spoke.

While we were at the lunch stop, Randall Braun and Carrie Rose arrived. We had dined together the prior night at Hotel Ivanhoe in Ferndale with Randall and Carrie, but we were not riding as a group as they were riding at a more relaxed pace than we.

After leaving the lunch stop we continued west on Mattole Road over a longer hill and crossed the Mattole River for the last time before riding through Petrolia, the site of the first oil well in California (1861).

West of Petrolia the road climbs another shorter hill past a curious emu before descending to the Lost Coast between Point Gorda and Cape Mendocino.

We had good weather for the day, so the coast was clear but windy. The sea was a cloudy brown near the coast, the beaches were short and of coarse sand, and the hills to the east rose precipitously from the coast and showed evidence of severe erosion. It was clear that these beaches were not like those around Monterey Bay.

After a windy ride north along the coast we reached The Wall. The Wall presents itself as no surprise as it can be seen on approach from a great distance away. I stopped for a few minutes in front of Ocean House to consider the task ahead.

Mattole Road abruptly leaves the coast by climbing a 20% grade for the first quarter mile through its first hairpin turn. Usually one must climb this thing into a strong, gusty wind, and today was no exception. As I looked up the road I could see a few cyclists weaving across the full width of the road.

The hardest part for me was neither the steepness of the grade nor its length. But this combined with the gusty wind striking my faired bike broadside made the climb an armful. At 3 mph climbing speed a strong side-gust would be enough to tip me over before I could counter-balance. The fairing that had been helpful when riding into the wind along the coast was now a wind scoop.

Somehow I managed to make it up around the first turn without having to put a foot down or to walk the bike. Unfortunately I had trouble higher up the road where some poorly graded patchwork combined with an inopportune gust of wind forced my foot down. Impossible to restart on the grade I had to carry the bike not more than twenty feet past the steepest bit before restarting. Further up the road a steep gravel patch where I lost rear wheel traction had me making the same maneuver again.

Once I got to the top of The Wall, I descended its equally steep north side down to sea level at Capetown and the crossing of the Bear River. On the way down to Capetown I stopped to photograph the long switchbacks of the Endless Climb over the Bear River Ridge. I would be riding up these a few minutes later.

The Endless Climb did eventually come to an end and was not as difficult as the switchbacks made it look from the other side of the valley. What made this climb, and to some extent the climb up The Wall, more bearable were the incredible views that could be enjoyed if one allowed oneself to look about rather than to focus solely on the road ahead.

The Endless Climb isn't without its chicane. The climb reaches a false summit where it crosses the Bear River Ridge. The road then descends for a mile or so before climbing again to a higher altitude where a hazy view of Humboldt Valley can be seen before commencing the final descent into Ferndale.

Once back in Ferndale I left the official route so that I could return down the main street on my way back to the Fairgrounds.

Bike Ridden:	Gold Rush
Distance:	61.7miles
Cumulative climbing:	4500 feet
Total Time:	6:02:27
Riding Time:	7:41:31
Avg. Speed (moving):	10.2 mph
Max. Speed:	55.7 mph
Max. power to rear wheel (PowerTap):	412 watts
Avg. power to rear wheel (PowerTap):	132 watts
Total energy to rear wheel (PowerTap):	2824 kJ (784 wh)

Mission-Allison-Monument Traverse, May 6, 2006 - This weekend the weather promised to be much as it was last weekend, but I awoke relatively late and didn't feel like riding long miles. Back in 1992 I had ridden up to Mission Peak and down. Since then the through trail between Mission Peak Regional Preserve and Ed Levin Park has opened. I had always wanted to traverse this impressive treeless ridge that towers above south Fremont and Milpitas by bike since it was a bit too long for me to hike comfortably in a day.

Maps: Overview, Complete, and Detail

I left home after 10:00a and took a winding route through Sunnyvale's Baylands Park and the northern section of the San Tomas Aquino Creek trail. After a rather long detour on Tasman, Vista Montana, and Headquarters Drive, I continued on the trail east of Zanker Rd. and north of CA237 past the new power plant.

At McCarthy Ranch Rd. I continued on the new Coyote Creek Trail as far as Dixon Landing Rd. The trail runs between Coyote Creek and the old McCarthy Ranch, some of which appears still to be a going concern. At Dixon Landing Rd. I crossed I-880 and then headed north on Warm Springs Rd. to Warren Ave. Warren Ave. passes under I-680 and climbs a short steep hill, at the top of which one has a magnificent view of the west face of Mission Peak.

At Mission Blvd. I turned right and continued up to the San Jose Mission before turning right on the first climb of the day: Mill Creek Rd. Similar to Morgan Territory Rd. and Morrison Canyon Rd., Mill Creek Rd. is another minor road that climbs a deep canyon in the east bay hills. This one ascends Mill Creek on the east side of Mission Peak.

I rode Mill Creek Rd. to its end and then returned down the road about a half-mile to a low point in the barbed wire fence near the gate to the Mission Peak Trail. Unfortunately, the park district doesn't provide a walk-around or an easy way to get past the gates on Mill Creek Rd., presumably to discourage access to the preserve from this road.

Once I got inside the Mission Peak Open Space preserve I rode on a cow path and then a short distance across a meadow before I got to the fire road that marks the trail leading to the summit. The fire road climbs steeply, sometimes too steeply to get sufficient traction, up to the top of the ridge separating Fremont from the Mill Creek drainage. The top of this trail is marked by a lone outhouse placed visibly on the ridge.

I continued up the Mission Peak Trail, but I did not go all the way to the summit. I had been to the summit of Mission Peak in December, and there were too many hikers about for me to feel like taking my bike up there, even walking/carrying it. (Note: Bikes are forbidden on the footpath to the summit.) But for visitors who have never been to the summit, the detour is well worth the effort.

Mission Peak gets by far the most traffic in the area. I was never out of sight of a hiking party until I veered off of the beaten trail to the summit. Once I had started on the Eagle Creek Trail I saw very few hikers or bikers until I reached the picnic grounds at Ed Levin Park.

Eagle Creek Trail descends gradually along the east face of Mission Peak before making several short steep upward pitches, passing the Eagle Creek Backpackers Campground, before regaining the saddle between Mt. Allison and Mission Peak. Looking back I could see the dramatic south ridge of Mission Peak, the profile of which is like the back of one of the beasts seen grazing its slopes.

I continued upward toward Mt. Allison, passing groups of grazing and resting cattle. About a mile later I reached a junction. The road to the right appeared to climb to Mt. Allison, so I turned right. The road was partly paved, but became unpaved with large gravel at the steepest uphill pitches. After a couple of these short, steep ramps I reached the summit of Mt. Allison.

The summit of the mountain is covered with antennas locked behind cyclone fences, but the USGS marker at the true summit is accessible. After enjoying the views of the south bay, which were hazier and more obscured than ideal, I descended the summit road and then resumed my ride south toward Monument Peak, where I was passed going the other way by a pair of dirt motor bikers.

When I reached the Monument Peak area I discovered several widely spaced antenna farms, including one massive antenna anchored in a notch at the source of Scott Creek, and several prominent peaks in the area. I couldn't remember which of the peaks was Monument Peak and which were unnamed nearby peaks, so I rode up each of them. I started with the southernmost peak (which I learned later was the true Monument Peak), then the northern peak (which was the highest), and then the western peak nearest to the Agua Caliente Trail, the trail I would descend into Ed Levin Park.

The ride down the Agua Caliente Trail was an adventure. First of all the trail is very steep, and second, the trail is pock marked from cattle having used the trail when it was muddy. The trail looks green and smooth, but the grass hides what can only be described as continuous post-holes in the trail.

In places the trail was covered by a slide. Fortunately, most of the mud had dried out, but this made descending a slow, uncomfortable affair. Descending too fast made the front of the bike airborne much of the time and difficult to steer, descending too slow was just plain uncomfortable as the bike threatened to come to a complete stop as the wheels went into some of the larger holes. In other places, the trail was muddy, but fortunately, these spots weren't too frequent. The trail was also overgrown in places, with thistle and grass growing six feet high in places.

Near the bottom of the trail, just beyond a mud bog I passed a large swath of wildflowers. Ground squirrels were everywhere. I also saw one jackrabbit, one wild turkey, and several groups of cattle, including one ornery looking bull who eyed me as I went by. Nevertheless I was happy to be back on asphalt when I got to the bottom.

I descended through Ed Levin Park to Calaveras Rd., turned left and climbed Calaveras Rd. to Felter Rd. and to the top of Sierra Road before descending into San Jose, stopping briefly to photograph the slide that had devoured more than half of the road about a mile from the bottom of the hill. I was glad that I could get by the slide as I probably didn't have enough time to climb back up the hill if I wanted to get home before dark.

My trip back took Piedmont to Cropley, Capitol, Tasman, the San Tomas Aquino Creek Trail south to Central Expressway, then back to Sunnyvale.

Bike Ridden:	Rotator Pursuit
Distance:	119.7 miles
Cumulative climbing:	8000 feet
Total Time:	10:16:00
Riding Time:	8:33:41
Avg. Speed (moving):	13.8 mph
Max. Speed:	48.6 mph
Max. power to rear wheel (PowerTap):	408 watts
Avg. power to rear wheel (PowerTap):	144 watts
Total energy to rear wheel (PowerTap):	4460 kJ (1239 wh)

Mount Hamilton Loop Clockwise, April 29, 2006 - Not having registered for the annual Mount Hamilton Challenge this year, I decided nevertheless to ride this classic loop that includes visits to San Jose, Mount Hamilton, Livermore, Sunol, and Milpitas. Since I wasn't constrained by the ride organizers' schedule, I decided to start at the leisurely hour of 0900 and ride the loop clockwise, reverse of the Challenge direction.

Maps: Overall, Complete

I headed out across Santa Clara and San Jose to Milpitas, climbed the steep part of Calaveras Road, then the twists and turns of Calaveras Road as it headed north along Calaveras Reservoir. I stopped a couple of times to take pictures of some wild turkeys near the road (1, 2).

While I was enjoying an uncommon tailwind on the northernmost section of Calaveras Road I decided to take Vallecitos Road to Livermore instead of the usual route through Pleasanton. Vallecitos Road required a short trip on I-680 followed by a couple miles of wide-shouldered road, followed by a short climb without a shoulder, then a fast descent into Livermore. Traffic was moderate but polite, even where the shoulder disappeared.

When I got to Livermore I took the southern route across the city to South Livermore Avenue, then stopped to take a short break at the restrooms at the Little League field before starting the long climb up Mines Road

Along Mines Road I found myself amongst cyclists riding the DMD, an organized ride that climbs both Mounts Diablo and Hamilton and a few other climbs. I also started seeing cyclists on the Mount Hamilton Challenge route heading the other way.

The first climb on Mines Road is moderately steep, but after about 800 feet of rise, the grade lessens and becomes almost pleasant. By the time I reached Mines Road the wind direction had changed and was now blowing from the north, almost strongly enough to push me up the hill.

I stopped briefly along Arroyo Mocho to say, "Hi," to Lisa Antonino and John Langbein who were riding the Mount Hamilton Challenge. While I was stopped I saw Tom Lawrence riding the DMD heading up the hill in my direction, but he didn’t seem to want to stop and break his rhythm.

The wind had died by the time I got to Eylar Summit, and I could tell that the temperature had gone up at least ten degrees F. The descent into Blackbird Valley looked different from this direction, and the climb out the south side was easier, being a short bump up to the broad curve near the source of Sweetwater Creek.

The Junction Cafe was bustling with activity. Aside from the normal weekend crowd, the DMD had set up their lunch stop at the tables outside. I managed to get a seat at the bar and ordered lunch. I was rather looking forward to sitting down and eating some real food instead of energy bars and water the rest of the day.

About 45 minutes later I was heading south through San Antonio Valley. I stopped several times to photograph animals or wildflowers, but I noticed that this year they were less variegated than last year. As the road heads south it descends into Upper San Antonio Valley where the wildflowers are usually the most spectacular. Compare with last year's display.

San Antonio Valley Road eventually leaves the valley and heads over the ridge to the west, followed by a long gradual descent along Arroyo Bayo, one of the sources of Del Valle Reservoir in Livermore.

But, the easy riding eventually comes to an end. The road climbs a false summit between Arroyo Bayo and Isabel Creek before making the hardest climb of the day, 2000 feet in about 4 miles, the climb up Copernicus Peak, often called the backside of Mount Hamilton, seen here as this frowning ridge that must be ridden over to get home.

The first half of the climb is the more difficult, being hotter and slightly steeper. At the halfway point marked by a spring by the road at mile marker 3, I stopped to chat with Dennis Del Norte who owns the land uphill and downhill of this spring and had just finished cleaning silt from its plumbing. But, I didn't take on any water here as I still had enough to get to the summit, and I didn't want to carry the extra weight.

About a mile from the top of the climb I came upon a small rest stop for the DMD. One of their guys offered me a can of V8 juice. At first I refused, not wanting to freeload their supplies since I hadn't entered their event. But he insisted, so I couldn't refuse. He asked me if I was hot in there (under the fairing). I told him that the fairing is more like an umbrella than a jacket.

By this time the sun was beating less directly on the road and combined with the altitude, the temperature was comfortably in the 60's F. I stopped briefly for water at the spigot on the outside wall of the old dining hall where San Antonio Valley Road becomes Mount Hamilton Road.

The descent down Mount Hamilton and the trip home across the valley went without incident, and I arrived home shortly after 1900.

Bike Ridden: Rotator Pursuit

Distance: 108 miles

Cumulative climbing: 4500 feet

Total energy to rear wheel (PowerTap): 3250 kJ (903 wh)

Panoche and Mercey Hot Springs, April 2006 - Ron Bobb and I started from Paicines at the junction of Panoche Road and CA25. We rode east up Tres Pinos Creek, over Panoche Pass and down into Panoche Valley. We continued past the Panoche Inn and veered left where New Idria Road veers right. We continued for another couple of miles until the pavement turned to dirt and a sign indicated that the road was closed ahead. Some other day after inquiring locally about the road condition we might try to ride through to I-5.

The unpaved section of Panoche Road appears to run along the drainage (Silver Creek) from the New Idria mine, the source of most of the mercury now found in San Francisco Bay.

We turned around and returned up the valley to Little Panoche Road that we rode north over Glaucophane Ridge into Little Panoche Valley. We had been anticipating a nice, sit-down lunch at one of the food concessions at I-5 and Little Panoche Road. Unfortunately, when we arrived at I-5 we saw only a patch of dirt, a couple of lonely portapotties and an overpass. We were so disappointed. It was then I remembered that the food concessions were at Panoche Road and I-5, twelve miles to the south. That gave us another reason to explore the unpaved length of Panoche Road at some future date.

We would have to settle for Clif Bars for lunch. Fortunately the day was relatively cool, and we had enough water to get back to Mercey Hot Springs, tucked into the far western corner of Fresno County some 12 miles back up the road.

We stopped at Mercey Hot Springs while Ron inquired about camping at some future time. We refilled our water but discovered that the local water supply, while potable, was quite salty, much like diluted seawater. Given that we were exercising, this was probably not harmful. Still I noticed at the end of the ride that I did not crave salty food as I normally do after a long ride.
Bike Ridden: Rotator Pursuit

Distance: 80 miles

Cumulative climbing: 5500 feet

Total energy to rear wheel (PowerTap): 3312 kJ (920 wh)

Pescadero, April 2006 - A ride to Pescadero, then north on the coast highway (CA1), then back over the hill on Tunitas Creek Road.
Bike Ridden: Rotator Pursuit

Distance: 80 miles

Cumulative climbing: 5000 feet

Total energy to rear wheel (PowerTap): 3283 kJ (912 wh)

Calaveras LDT, February 2006 - I rode from home to east San Jose to meet the Western Wheelers. We then rode up Sierra Road, down Felter Road, then north on Calaveras Road. We did an extra climb up and down (eight miles altogether) pretty and steep Welch Creek Road before continuing north to Sunol. I left the group at this point and continued west on CA84 through Niles Canyon, through Fremont, across the Dumbarton Bridge, and back home.
Tour of California: Stage 3, February 2006 - A 30km individual time-trial, this race started at the IBM facility on Bailey Road in San Jose, climbed Bailey Road, then went south on McKean, Uvas, and Oak Glen Roads before returning to San Jose on Willow Springs Road and Santa Teresa Blvd. I took most of my photos at the top of Bailey Road and later at the intersection of Bailey Road and Santa Teresa Blvd. as the racers were motoring home.
Tour of California: Stage 2, February 2006 - I rode with Gary Wong from Sunnyvale across the Dumbarton Bridge, through Niles Canyon and onto the race course, taking Calaveras Road and Felter Road to the top of Sierra Road where I took most of the race photos.
Tour of California: Prologue, February 2006 - A trip to San Francisco with Randall Hull and Debra McMananon to watch the individual time trial from Justin Herman Plaza to t

2013 Maker Faire, May 19, 2013 Tour of California Stage 7: Mt. Diablo, May 18, 2013 Tour of California Stage 6: San Jose Time Trial, May 17, 2013 Guadalupe River and Bay Trail, May 14, 2013 Devil's Slide, May 7, 2013 Santa Cruz, April 28, 2013 Classic Coast Loop, April 22, 2013 Skyline Boulevard Loop, April 17, 2013 La Honda, April 10, 2013 Nifty Ten Fifty, April 7, 2013 Mount Hamilton Clockwise, March 24, 2013 Santa Cruz, March 17, 2013 Pescadero, March 10, 2013 Little Basin and Bloom Grade, March 4, 2013 Redwood City via CA92, February 28, 2013 Santa Cruz via Pescadero, February 24, 2013 Redwood City via San Gregorio, February 21, 2013 Ess to Santa Cruz, February 16, 2013 Big and Little Basins, February 13, 2013 Low-Key Mega-Monster Enduro, February 9, 2013 Superbowl Ride to Half Moon Bay, February 3, 2013 San Gregorio via Black Mountain, January 30, 2013 Gilroy and The Reservoirs, January 27, 2013 The Loop, January 25, 2013 Skyline Blvd., January 21, 2013 Pulgas Water Temple LDT Ride, January 19, 2013 Page Mill Loop, January 16, 2013 Shoreline LDT E-Ride, January 5, 2013 Santa Cruz, January 1, 2013	1999 Easy Racers Factory, December 30, 1999 Fremont Peak, December 30, 1999 Visiting Karl Abbe of Zzip Designs, December 28, 1999 Winter Solstice Double Century, December 18, 1999 Seaside, December 11, 1999 Zach's Recumbent Ride in Alameda, December 4, 1999 Carmel Valley Road, November 26, 1999 Recumbents to Santa Cruz, October 10, 1999 Eating Hot Dogs at Saratoga Gap, September 4, 1999 San Gregorio Beach, August 22, 1999 Barbara Kester, August 21, 1999 Zach's Recumbent Ride, August 7, 1999 Stella's Restored Schwinn American Cruiser, July 1999 Sequoia Century SAG HQ, June 6, 1999 Mount Hamilton Challenge, April 24, 1999 Central Valley Recumbent Rally, April 17, 1999 Zach's Monthly Recumbent Ride, January 2, 1999	1985
2012 Skyline Blvd. and Thompson Road, December 30, 2012 Half Moon Bay, December 24, 2012 Pescadero, December 19, 2012 Misty San Mateo, December 16, 2012 Foggy San Mateo, December 11, 2012 Winter Solstice Century, December 8, 2012 Pescadero Dirty Roads, December 3, 2012 LKHC: Mount Hamilton, November 22, 2012 Connelly's Climbs, November 14, 2012 LKHC: Soda Springs Road, November 10, 2012 LKHC: CA84 and West Alpine Road, November 3, 2012 LKHC: Morgan Territory, October 20, 2012 LKHC: Quimby, October 13, 2012 LKHC: Montebello, October 6, 2012 Minaret Road and Horseshoe Lake, September 19, 2012 Classic Coast Loop, August 8, 2012 Corralitos via Summit South and Buzzard Lagoon, August 1, 2012 Half Moon Bay, July 22, 2012 Dinner with Jobst and Friends, July 20, 2012 Big Figure Eight, July 15, 2012 Stevens Canyon, Grizzly Flat, and Los Trancos Woods, July 12, 2012 Coastal Century Cruise, July 8, 2012 Old Haul, Gazos Creek, and Johansen Roads, July 1, 2012 Pescadero Loop and Allen Road, June 27, 2012 La Honda, June 21, 2012 South Butano, Old Haul, Borel Hill, east Alpine, June 16, 2012 Palo Alto Visit, June 10, 2012 Sequoia Century 200k Route, June 9, 2012 Sequoia Century SAG, June 3, 2012 San Gregorio, June 2, 2012 Mount Umunhum and the Reservoirs, May 28, 2012 Mount Tamalpais, May 19, 2012 Tour of California, Stage Two, May 14, 2012 Mount Diablo from Home, May 12, 2012 Mount Hamilton Loop Clockwise, May 6, 2012 Santa Cruz Big Loop with Zach, April 29, 2012 Lunch Party at Jobst's, April 21, 2012 Redwood Gulch and Skyline, April 18, 2012 Mount Hamilton Counter-Clockwise, April 15, 2012 Big Loop to Santa Cruz, April 7, 2012 Old La Honda and Kings, April 4, 2012 Skyline Loop, March 26, 2012 Ride with Frank, March 21, 2012 The Extended Loop, March 19, 2012 Grand Loop to Pescadero and Back, March 12, 2012 La Honda, March 9, 2012 Santa Cruz, March 4, 2012 Low-Key MegaMonster Enduro, February 11, 2012 Aborted Ride to San Francisco, January 7, 2012 Santa Cruz Loop, January 1, 2012	1998 Winter Solstice Century, December 19, 1998 LKHC: Bohlman Road, November 21, 1998 LKHC: Mount Hamilton, November 14, 1998 LKHC: Soda Springs Road, October 17, 1998 High Sierra Fall Century, September 12, 1998 Group ride down South Butano Fire Trail, June, 1998 Southern Santa Cruz Mountains, June, 1998 Paicines, June, 1998 Bill Rides a BikeE to Half Moon Bay, May, 1998 Bill Rides Stella's Bicycle, May, 1998 CA84 and La Honda Open Space Preserve, February 15, 1998 How many Western Wheelers does it take to fix a flat?, February 28, 1998	1984
2011 Winter Solstice Century, December 17, 2011 Black Mountain, December 14, 2011 Half Moon Bay, December 10, 2011 Salinas, December 6, 2011 San Gregorio and Pescadero, December 3, 2011 Zach Rides to Pescadero, November 27, 2011 LKHC: Mount Hamilton, November 24, 2011 LKHC: Kings Mountain Road, November 19, 2011 LKHC: Highway 9, November 12, 2011 Wooden Valley, November 5, 2011 LKHC: Mix Canyon Road (and Blue Ridge Road and Gates Canyon Road), November 5, 2011 LKHC: Palomares Road (and there and back), October 29, 2011 Ben Lomond, October 26, 2011 LKHC: Bohlman-Norton-Kittridge-Quickert-On Orbit-Bohlman (and the scenic way home), October 22, 2011 LKHC: Page Mill Road (and the scenic way home), October 15, 2011 LKHC: Sierra Road (plus there and back), October 8, 2011 Mammoth Area Ride, September 22, 2011 Mammoth Tour and San Joaquin Ridge, September 19, 2011 Sun Valley - Elkhorn, August 21, 2010 Trail Creek Road, August 21, 2010 Warm Springs Road, August 21, 2010 Galena Summit, August 19, 2010 Hills 'R' Us Goes to Big Basin, August 3, 2011 Hills 'R' Us Goes to Pescadero, July 20, 2011 Field Day, June 25, 2011 Mt. Madonna, June 19, 2011 Sequoia Worker's Events, June, 2011 Short Loop to Skyline, June 2, 2011 Tour of California, Stage 4, May 18, 2011 Half Moon Bay Trails, May 7, 2011 Mt. Hamilton Twice, April 30, 2011 Coyote Creek Trail, April 24, 2011 Mt. Hamilton Loop, April 16, 2011 Santa Cruz, April 10, 2011 Mt. Hamilton Clockwise, April 3, 2011 Pescadero, March 30, 2011 Pillar Point, March 17, 2011 Big Basin, March 12, 2011 Pacelining to San Gregorio, March 9, 2011 To Bonny Doon and Back, March 4, 2011 Soda Springs Road and Weaver Road, February 28, 2011 Snow and Sand, February 20, 2011 Low-Key MegaMonster Enduro, February 12, 2011 Sunday Ride, February 6, 2011 WW LDT Ride: Seascape, February 5, 2011 GPC Ride: Suisun City, January 29, 2011 Santa Cruz, January 22, 2011 GPC Second Saturday Ride, January 8, 2011	1997 Foxy Fall Century, October 18, 1997 Grizzly Century, October 4, 1997 El Corte de Madera Open Space Preserve, June 14, 1997 Mt. Hamilton, May, 1997 Sawyer Camp Trail, May, 1997 Primavera Century, April, 1997 Chabot Regional Park, March, 1997 Las Cumbres, February, 22, 1997 Bear Gulch west, February, 1997	1983
2010 Zach Rides the Hybrid Gold Rush, December 4, 2010 Low-Key Hillclimb: Mount Hamilton, November 25, 2010 Native Sons, Star Hill, and Bear Gulch (west) Roads, November 17, 2010 Gazos Creek Road, November 13, 2010 Low-Key Hillclimb: Bonny Doon/Pine Flat, November 13, 2010 Low-Key Hillclimb: Welch Creek Road, November 6, 2010 Old Haul Road, October 16, 2010 Low-Key Hillclimb: Portola State Park, October 16, 2010 Low-Key Hillclimb: OLH, October 9, 2010 Low-Key Hillclimb: Montebello, October 2, 2010 Mammoth Lakes Full Tour, September 15, 2010 Aptos, August, 2010 Davenport, July, 2010 Pomponio Creek Road, July, 2010 Mt. Umunhum Road, July, 2010 Ridgecrest Road, June, 2010 HPV Races at Hellyer Velodrome, June, 2010 OHPV E-Power Challenge, May 31, 2010 OHPV HPC Road Race, May 30, 2010 OHPV HPC Obstacle Race, May 30, 2010 Left-Coast Velomobile Gathering, May 30, 2010 Tour of California, Stage 4, May, 2010 Tour of California, Stage 3, May, 2010 Kings Ridge Loop, May, 2010 Mt. Hamilton Loop Clockwise, May, 2010 Mt. Hamilton Challenge, April, 2010 Panoche, April, 2010 Northern Marin County, April, 2010 Northern Contra Costa County, April, 2010 The Geysers, March 27, 2010 MegaMonster Enduro, February 13, 2010 Winter Solstice Century, January, 2010 Devil's Slide, January, 2010	1996 Jeff Steinwedel Memorial Ride, December 15, 1996 Loma Prieta, December 1996 Mt. Hamilton, November, 1996 Mt. Umunhum Road, November, 16, 1996 Low-Key Hill Climb: Bohlman-On Orbit-Bohlman, November 9, 1996 Low-Key Hill Climb: CA84 west Old La Honda, November 2, 1996 Ride with Derek, October 12, 1996 Low-Key Hill Climb: Montebello, October, 1996 Hekaton Classic, September, 1996 Ocean Beach, August, 1996 Pleasanton Ridge, August 10, 1996 Montara State Beach, July, 1996 Bill's Hills, July, 1996 Drawbridge, July, 1996 Mosquito Flat and June Lake Loop, July 3, 1996 Highland Way, June 1996 Sequoia Preview, June 1996 Low-Key Nightmare, June 1996 San Bruno Mountain, March 9, 1996 Livermore Hills, March 2, 1996 Sacramento Northern Railroad Right-of-Way, February, 1996 Santa Clara County Dead End Road, January 14, 1996 Santiago Canyon, January 11, 1996 Marin Headlands, January 7, 1996 New Years on Mt. Diablo, January 1, 1996	1982
2009 Countryview Drive, December, 2009 Low-Key Hillclimbs, October/November, 2009 Pizza Century, November 22, 2009 Morgan Territory Road, November 14, 2009 Big Sur - Indians Tour, October 31, 2009 Muir Beach to San Francisco, October 24, 2009 Zach and Michi's wedding ride to Muir Woods, October 24, 2009 San Francisco to Muir Beach, October 24, 2009 June Lake Loop, September 13, 2009 Santa Cruz, July 2009 Return to Freedom, July 2009 Oakland/Berkeley Hills, July 2009 HPV races at Hellyer Velodrome, May 2009 OHPV E-Power Challenge, May 25, 2009 King Ridge, May 9, 2009 Mt. Hamilton Challenge, April 2009 Quien Sabe Valley, April 19, 2009 East Bay Hills, April 2009 Morgan Hill, April 2009 Swift Street Bike Festival, January 2009 Fremont Peak, January 2009 East Bay, January 2009 Mount Diablo, January 2009	1995 Marin County, December 28, 1995 Northern Contra Costa County, December 23, 1995 Contra Costa County, December 19, 1995 Mt. Diablo, December 9, 1995 Mt. Tamalpais, October 14, 1995 Contra Costa County, October 7, 1995 Pine Mountain, September 30, 1995 Marin County, September 24, 1995 Southern Marin, September 16, 1995 Vallejo to San Francisco, September 10, 1995 Alameda, September 2, 1995 Tour of Napa Valley, August 20, 1995 The Delta, August 12, 1995 Sandy Point Junction, August 5, 1995 Berkeley Criterium, July, 23, 1995 Mr. Bill's Reprise, July 16, 1995 San Pedro Mountain Road, July 3, 1995 Santa Cruz, July 1, 1995 Tioga Pass, June 14, 1995 Upper Rock Creek Canyon, June 12, 1995 Ride Around the Bear, June 10, 1995 Sequoia Century Support, June 4, 1995 Around Santa Ana Mountains, May 28, 1995 Laguna Hills, May 26, 1995 Mt. Tamalpais, May 21, 1995 Grizzly Peak Century, May 7, 1995 Mt. Hamilton Sunrise Ride, February 19, 1995 Franklin Canyon Road, February 18, 1995 Grizzly Peak Summit, February 12, 1995 Mt. Diablo, February 5, 1995 Sunset from Grizzly Peak, January 28, 1995	1981
2008 San Bruno Mountain, December 20, 2008 Winter Solstice Century, December 13, 2008 Pizza Century, December 7, 2008 Low-Key Hill Climb: Mt. Hamilton, November 27, 2008 The Bike Hut, October 26, 2008 Unveiling of the Monument for Matt Peterson and Kristy Gough, October 18, 2008 South Livermore Bike path, September 20, 2008 Pigeon Pass, September 20, 2008 Highland Way, Eureka Canyon Road, and Mt. Madonna Road, September 13, 2008 Reds Meadow, September 6, 2008 Horseshoe Lake, September 5, 2008 Adobe Trail, August 30, 2008 Bonny Doon, August 13, 2008 Sierra Azul, August 2, 2008 Majors, July 30, 2008 Aquinas Trail, July 20, 2008 East Bay Tour, July 12, 2008 HPV races at Hellyer Park Velodrome, May 31, 2008 Tour of California Stage 3, February 20, 2008 Tour of California Prologue, February 17, 2008 San Benito Enduro, February 9, 2008	1994 Oakland Hills, October 16, 1994 Point Reyes, October 9, 1994 CA85 Before Opening, September 25, 1994 Marin Headlands and Bolinas, September 18, 1994 Mt. Diablo and Morgan Territory, September 11, 1994 Loma Prieta, August 13, 1994 El Sereno, July 30, 1994 Santa Cruz Zig-Zag, July 24, 1994 Borel Hill, July 17, 1994 Daggett, Luther, and Carson Passes, July 9, 1994 Ebbetts Pass, July 8, 1994 Mt. Rose Highway, July 7, 1994 July 4th Ride to the Grimm's, July 4, 1994 Mt. Hamilton, July 2, 1994 Santa Cruz with Stella June 16, 1994 Santa Cruz Mountains Coastal Loop, June 12, 1994 Sequoia Century Support, June 5, 1994 Mt. Hamilton, May 21, 1994 Mr. Bill's Nightmare Preview, May 8, 1994 Mt. Hamilton and Mt. Diablo in a Day, April 30, 1994 Primavera Century, April 17, 1994 Santa Cruz, April 10, 1994 Santiago Peak (Old Saddleback), April 3, 1994 Mount Hamilton Clockwise, March 26, 1994 Marin County, February 5, 1994 Mount Diablo Sunrise, January 30, 1994 Half Sequoia 200k, January 15, 1994 Martin Luther King Weekend Rides, January 1994 Brunch in Blackhawk, January 8, 1994 Fremont Older Open Space and Black Mountain, January 1, 1994	1980
2007 Southern CA25, December 2007 Low-Key Hill Climb: Mt. Hamilton, November 2007 Low-Key Hill Climb: Sierra Roard, November 2007 McGee Creek and Rock Creek Roads, September 8, 2007 Swanton Pacific Railroad, August 2007 Mt. Hamilton Sunrise, July 29, 2007 Pescadero and Purisima, July 2007 Contra Costa, July 2007 A Ride with Stella and Frank, June 2007 Rodney Smith Incident, June 2007 Sequoia Century, June 2007 Tioga Road, May 12, 2007 Left Coast Velomobile Gathering, March 2007 Zach does Livermore on his Sunset, March 2007 Tour of California: Stage 3, February 2007	1993 Henry Cowell Redwoods, December 26, 1993 Mt. Hamilton Sunrise, December 5, 1993 Kings Mountain Road, November 26, 1993 Night Ride, November 20, 1993 John Nicholas Trail and Long Ridge, November, 1993 Chalk Mountain, November 7, 1993 South Butano Fire Trail, October, 1993 Bolinas Ridge, October 9, 1993 Furnace Creek 508, October, 1993 Carson Pass, September, 1993 Newport Bay, September, 1993 Amtrak Century, September 18, 1993 Ride to Santa Cruz, September 12, 1993 Night Ride, September, 1993 Hekaton Classic, September, 1993 Forest of Nisene Marks, August, 1993 Around the Santa Cruz Mountains, August 21, 1993 Ride with Willie Stewart, August, 1993 Sonora Pass East, August 4, 1993 White Mountain Peak, August 3, 1993 June Lake and Conway Summit, August 1, 1993 Last Chance Road, July, 1993 Backroads to the Coast, July, 1993 Ward Road, July 15, 1993 Kings Mountain Store, July, 1993 Ride with Joel Cain, July, 1993 Santa Cruz, July 3, 1993 Comstock Silver Century, June, 1993 Monitor Pass East, June, 1993 Uncle Bill's Double Century, June 19, 1993 Sequoia Workers Ride, June, 1993 Mt. Tamalpais, June 5, 1993 Three Sierra Passes, May, 1993 Ride Around Lake Tahoe, May, 1993 Uncle Bill's Very Difficult Ride, May 22, 1993 Mt. Hamilton Loop Counter-Clockwise, May 15, 1993 Kings Mountain Store, May, 1993 Grizzly Peak Century, May, 1993 Primavera Century, April, 1993 Orange County, April 11, 1993 Irvine to San Diego, April 9, 1993 Gazos Creek Road, April, 1993 Stevens Canyon & Soda Springs Road, April 9, 1993 Morgan Territory and Mt. Diablo, March 21, 1993 Solvang Century, March 6, 1993 La Honda, February 28, 1993 Blackhawk, February 27, 1993 Gilroy, February 21, 1993 Morgan Territory, February 6, 1993 Half Moon Bay, January 31, 1993 Two Bay Loops, January 16, 1993 Rainy Day on Skyline, January 10, 1993 Montevina and Bohlman, January 3, 1993	1979
2006 East Dunne Ave., Morgan Hill, October 2006 John Peckham Memorial Ride, September 2006 Kings Creek, September 2006 Return to Freedom, September 2006 Hollister, August 2006 Old Stage Road, August 2006 Shoreline Park, August 2006 Montevina, August 2006 Aptos Creek Fire Road, July 2006 Fort Ord, July 2006 Chalk Mountain, July 2006 Montara Mountain, July 2006 Lyresa's Hills Candid Group Photo, July 2006 Olmo Trail, July 2006 San Benito, Clear Creek, and Idria, May 27, 2006 Tour of the Unknown Coast, May 13, 2006 Mission-Allison-Monument Traverse, May 2006 Mount Hamilton Loop Clockwise, April 29, 2006 Panoche and Mercey Hot Springs, April 2006 Pescadero, April 2006 Calaveras LDT, February 2006 Tour of California: Stage 3, February 2006 Tour of California: Stage 2, February 2006 Tour of California: Prologue, February 2006 Morgan Hill LDT, February 2006 Winter Ride Around the Reservoirs, January 2006	1992 Chalk Mountain, December 27, 1992 Mission Peak, December 26, 1992 Windy Hill with Laura, December 25, 1992 Quimby, Kincaid, and Mt. Hamilton, December 20, 1992 Swanton Loop, December 13, 1992 Swanton Loop, December 5, 1992 Berkeley Hills, November 21, 1992 Go Directly To Jail, November 14, 1992 Twin Peaks and San Bruno Mountain, October 31, 1992 Mt. Tamalpais, October 18, 1992 East Bay Ride, October 11, 1992 Old Haul Road, October 4, 1992 Sonora Pass west, September 21, 1992 Ebbetts Pass, September 20, 1992 Monitor Pass, September 19, 1992 Hekaton Classic, September 6, 1992 Mt. Madonna and Uvas Road, September 5, 1992 Eureka Canyon Road, August 30, 1992 Jamison Creek Road, August 23, 1992 San Francisco, August 15, 1992 Banana Classic, August 9, 1992 Alba Road, August 2, 1992 Dumbarton Bridge, Calaveras Road, and Felter Road, August 1, 1992 Bohlman Road, July 30, 1992 Tioga Road, July 25, 1992 Minaret Vista, July 23, 1992 Mt. Diablo, July 12, 1992 Comstock Silver Century, June 28, 1992 Santa Cruz, June 20, 1992 Del Puerto Canyon, June 15, 1992 Sequoia Century, June 7, 1992 Bonny Doon to Palo Alto, May 30, 1992 Three Sierra Passes, May 23, 1992 Mt. Hamilton Loop Clockwise, May 16, 1992 East Bay and BART, April 19, 1992 First Ride to Santa Cruz, May 9, 1992 Mt. Hamilton Challenge, April 25, 1992 Purissima Creek Trail, April 17, 1992 South Butano Fire Trail, April 4, 1992 Eagle Rock Road, March 8, 1992 Gazos Creek Road, February 22, 1992	1978
2005 Winter Solstice Century, December 2005 Loma Prieta, November 24, 2005 Johansen and Gazos Creek Roads, November 2005 Gazos Creek and Old Haul Roads, November 2005 Phyllis Olrich's Impromptu Ride to Pescadero, October 2005 Michelle Mazzei Memorial Ride, October 2005 Star Hill - Bear Gulch, October 2005 Watsonville, October 2005 East Bay Convolutions, October 2005 Reds Meadow, September 14, 2005 High Sierra Fall Century, September 10, 2005 San Francisco Grand Prix bike race, September 2005 Santa Cruz Surfer Statue, August 2005 South Butano, Old Haul, and Alpine east, August 6, 2005 One Third of the Bay in a Day, July 23, 2005 Pescadero, July 2005 Santa Cruz via Hecker Pass, July 2005 Stevens Canyon, July 2005 Big Basin, July 2005 San Bruno Mountain, June 2005 Half Moon Bay, June 2005 Sequoia Worker's Ride (200k w/variations), June 2005 First Half of Mr. Bill's, June 2005 Mt. Diablo LDT, May 2005 Empire Grade, May 2005 Mt. Tamalpais LDT, May 2005 Mt. Hamilton Challenge, April 2005 Half Moon Bay, April 2005 Rancho San Antonio, April 2005 Tailwinds to Santa Cruz, April 9, 2005 San Francisco Peninsula, April 2005 Hollister and San Juan Bautista LDT, March 2005 Marin Headlands & Tiburon LDT, March 2005 Pacific Grove, March 2005 Calaveras to Pleasanton LDT, February 2005 Morgan Hill LDT, February 2005 Point Reyes, January 2005	1991	1977
2004 Panoche and Idria, December 18, 2004 Black Mountain, December 4, 2004 Coast Ride, November 28, 2004 Hull Lotta Hills, November 6, 2004 Tour of Southwest Marin, October 30, 2004 Watsonville to San Juan Buatista and back, October 16, 2004 Backroads of San Benito County, October 2, 2004 High Sierra Fall Century, September 18, 2004 Mount Hamilton by Moonlight, August 29, 2004 Marin Century, August 7, 2004 Ride to Santa Cruz, July 18, 2004 HPV Fun Day at Hellyer Park Velodrome, May 16, 2004 Montara Mountain, May 1, 2004	1990	1976
2003 High Sierra Fall Century, September 13, 2003 Bountiful Ridge, June 25, 2003 Mount Hamilton Challenge, April 26, 2003 Cherry Pie Criterium, February 2003 Winter Solstice Century, January 2003	1989	1975
2002 Ride with Zach and Dan, December 28, 2002 High Sierra Fall Centuiry, September 14, 2002 Bill Models Gold Rush with Full Fairing, 2002 Pierce Point Road, July 2002 First Tailbox, July 2002 Return to Freedom, June 29, 2002	1988	1974
2001 Winter Solstice Century, December 15, 2001 Knoxville Double Metric Century, September 29, 2001 San Francisco Grand Prix, September 9, 2001 South Butano Fire Road, August 25, 2001 Marin Century, August 5, 2001 San Gregorio, July 8, 2001 Loma Prieta Avenue, July 6, 2001 Bolinas Ridge, July 1, 2001 Return to Freedom, June 23, 2001 David rides a RANS Vivo, June 16, 2001 Sequoia Century, June 3, 2001 HPV Day at Hellyer Velodrome, May 20, 2001 Borel Hill, January 14, 2001	1987	1973
2000 Winter Solstice Double Century, December 16, 2000 Ron Eats Hot Dog, August 5, 2000 Seattle to Portland, July 8, 2000 Zach's Monthly Recumbent Ride, July 1, 2000 Sequoia Century, June 4, 2000 Strawberry Fields Forever, May 21, 2000 Taste of the Devil, April 15, 2000 Tierra Bella Century: 200k, April 8, 2000 Death Valley Double Century, February 19, 2000 Cherry Pie Criterium, February 6, 2000 Quien Sabe and Lone Tree Roads, January 27, 2000 Mt. Hamilton, January 22, 2000 New Years Ride up Mt. Diablo, January 1, 2000	1986	1972