The Skull 120

The Skull 120

We got this submission from RKP reader Eric Herboth of Portland Titanium. Sounds like a great event—Padraig

 

Eastern Oregon’s vast high desert country is also an adventure cyclist’s dream, with a network of thousands of miles of remote, traffic-free, interconnected roads, paths, and primitive trails circulating through almost 5 million acres of public lands administered by the US Forest Service, Bureau of Land Management, and other Federal agencies. When word came that the inaugural Skull 120/60 gravel race would be running through the mountains above the town of Burns, REN Cycles signed on as a sponsor and recruited members of the Portland Titanium (PDXTI) team to register.

Measured at 10,226 square miles, Harney County, Oregon, is about twice the size of Connecticut. It is big, and with fewer than 8,000 residents it is also remote. It includes the massive Steens Mountain formation, parts of the largest Ponderosa Pine forest in the United States, and a vibrant marshland ecosystem so critical to migratory bird populations it was established as the Malheur National Wildlife Refuge by President Theodore Roosevelt in 1908.
The race was an easy sell for Seth Patla, a longtime Oregon bike racing veteran and multi-year Sea Otter Champion who grew up in neighboring Lake County. His teammate Andrew Coe, another veteran racer who has won Best All-around Rider honors in multiple US States in Road, Cyclocross, and Short Track MTB categories, would be having his first go at such a substantial distance on a route like the one the USFS and BLM had mapped out. Challenge accepted.
While Harney County is a veritable two-wheeled paradise, a bike park it is not. Eastern Oregon is rough country. Designations such as “gravel” are used more optimistically here than in the Midwest. Purists will rejoice that the routes of both the 120 mile epic and a shorter (but no gentler) 60 mile route contain plenty of the stereotypical grey rock roadbed, but there are also long stretches of rutted ranch path, cinder strewn dirt, rock slabs, and sections of trail that qualify as XC mountain bike courses. Dainty converted road bike builds with 28c tires and rim brakes need not apply.
The main event’s official breakdown is 123 miles with more than 79 of them on gravel or dirt. The route traverses virtually every type of terrain a backcountry bike racer could ask for: down washboard roads snaking through forest; over desert jeep trails gently curving toward the horizon; through small rock gardens and dry stream beds; past spring fed wetlands and over vacant coyote dens; through nearly three dozen cattle guards and two stream crossings (one with an optional bridge); and all with nearly 10,000 feet of climbing. If the Skull 120 registers as an instant classic, that’s because it is.
Despite it being the gnarliest “gravel” race we’ve ever come across, all-road bikes have the advantage over MTBs on the 120 course. Having air volume is crucial to success, but big knobbies and super slack handling would be sluggish on the dozens of miles of compacted gravel, not to mention the 20 or so miles of smooth tarmac on the final leg as the route drops back into Burns. Mountain bikes would make a few sections comfier but the weight penalty wouldn’t feel like much of a bargain while grinding up the 1600ft and 1800ft climbs that punctuate long stints of primitive roads rolling through open range land reaching to the horizon.
Our two PDXTI racers ran their REN Cycles ‘Omen’ and ‘Waypoint’ production bikes with their HiFi Mix Tape wheels shod with 35c tubeless gravel tires and carried a grip of spare tubes; the Schwalbe G-One had the perfect tread and was tough enough for the challenge with zero flats, but anything narrower would prove undersized on several parts of the course. Given that those bikes will accommodate much larger tires, next year we’ll keep the minimalist tread profile but step the width up closer to 45c for more flow through the roughest sections without sacrificing speed on the smoother roads.
The need to change up hand position over such a lengthy and rough track make drop bars the cockpit of choice. The PDXTI bikes ran both a 42T Gevenalle 1x with 11-40T cassette and a standard Ultegra compact double with 11-32T cassette; each proved suitable for the route, with the wide range Gevenalle and clutch derailleur being preferred.
For as intimidating as the routes are, riders of most skill levels will be able to conquer them without incident. The course is challenging for a lot of miles, but is run entirely on public land with extensive signage and trail markings making it remarkably easy to navigate for being so remote. Three aid stations and multiple checkpoints manned by volunteers from the local community and federal agencies are spaced far enough to keep the wilderness experience but close enough together to ensure that no one will be stranded on the course overnight.
Those wanting a challenge will find a worthy adversary in trying to win the Skull 120. The top finishers of this year’s maiden event maintained an average 15mph clip in spite of the terrain, and the overall speed will increase as more and stronger riders step up to test their mettle. That said, the entire vibe of the weekend is one of laid-back fun with a focus on enjoying our public lands, and visits to the pain cave are entirely optional. The PDXTI racers took that fun-loving spirit to heart; riding together and making stops for photos and aid station snacks proved to be a very effective strategy in the pursuit of a good time. In the end Patla and Coe crossed the finish line arm in arm, electing to share one of the beautiful wood trophies, and rounded out a podium fleet that also included a Breadwinner and a Co-Motion, making the top 3 spots all won by Oregon companies.
Adventure seekers, fun lovers, and endurance junkies should all take note: The Skull 120 is the real deal.
Details about the 2018 event, which will be held again in mid-/late-June 2018 and have revised 120 and 60 race routes along with a more casual 30 mile ride, will be forthcoming from www.adventureharney.com (and, hint, the new 120 route has even less pavement than the 2017 course).
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12 comments


    1. Author
      Padraig

      It’s roughly half way between Bend, Ore., and Boise, Idaho. A long way from anything.

  1. Brad

    As a Bend resident that moved here from Colorado a few years ago, I’ve found the vast majority of the MTB (and Road) riding around Bend and Central Oregon to be really underwhelming – it’s the land of 3% grades, non-technical hyper buffed-out trails that alternate between boring and crowded, and enough moon dust to choke a horse. The inside of your nose is a Triscuit until November.

    All that said, east of Bend toward Burns the riding gets much better (i.e. climby and technical) as the terrain changes from a handful of old shield volcanoes into rocky, broken terrain and mountains. Glad to see they’re putting together events out there – it’s a massively under appreciated part of Oregon and those towns are full of great people that could really use the economic boost (maybe another Oakridge will appear there).

    1. Roy Schroeder

      Always glad to see you guys come over here. My big concern with bicyclists coming to this area is this: And I’m sure you know this, Brad, but for anyone unfamiliar with the high desert in the summertime, it’s all about hydrating. It’s not only the temperatures, but our humidity is very often in single digits. Even 0% RH is not that uncommon. It sucks water out of you very quickly. Good riding to you!

      Roy

  2. Rick

    We are busy working on the ’18 version of the Skull 120/60/30. The 120 and 60 will have more ‘gravel’ and less pavement (on the order of 80+%). We have eliminated the crossing of highway 395 and the 5 mile long boring stretch of highway 20. The 120 will have 10,000’+ of climb. The 60 will not include the Radar Hill OHV area next year (some people will be really happy to hear this!). There will be a 30 mile route for newbies or family members to ride. We will have several water crossings (using the bridge is highly discouraged by race organizers!!!!), steep hills, cow trails, rock gardens, jeep trails, legit gravel, panoramic views, etc.

    1. Brad

      Hi Rick,
      If we’re still here (ie we don’t have another nuclear winter this year), I’ll give it a go.
      Great idea to have 10k or more climbing – I think that’s a bar that gets a broad group of cyclists appropriately excited/scared. See the Crusher… 10k in 69 miles, but IIRC, the original course was planned to have 12k of climbing before a bad winter forced re-routes before race day… it was scary and remote enough to get about 130 of us to line up the first year and by year three it had to be 500-plus… great course, great town/volunteers and viola – how many cyclists had ever heard about Beaver Utah before that?

  3. Rick

    Brad,

    We had about 9,600′ this year. Found a way to add more climbing. More terrain, less pavement in ’18. We get good elevation and long distance over gravel, dirt, rocks, cow and jeep trails. Great vistas too!

  4. Rick

    Regarding Roy Schroeder’s comments.

    Absolutely, hydration is paramount. During this year’s Skull 120/60 we pushed water on the riders. We had staff out on the routes with water and offered it up. One participant even came up to me after the race and thanked us for ‘pushing the water.’ Heat, sun, low RHs, elevation and wind in combination will dry you up like a prune in a very short time and get in you trouble quickly. This was a huge factor in how we ‘organized’ ourselves to address this concern. How do we mitigate the risks? We live and work here so we are acutely aware of the potential. I think the level of difficulty of the 120 and 60 really surprised many of the riders.

    At the Start and aid stations we had Hammer Nutrition’s hydration/electrolyte drinks, gels and tablets for riders along with water. Water was also available at the check/directional stations. We had our local Search & Rescue team pre-staged in two locations for extraction, we had USFS/BLM staff scattered throughout the course. There was a County Sheriff Deputy and a BLM Law Enforcement Ranger patrolling the race. We had First Responders throughout the course. EMS was staged at the Start/Finish area. We had radio and cell coverage over much the course in case we had an issue with a rider and could quickly respond. We even added a portable repeater to cover ‘dead spot’ on the course We actually ran the race as if it were a ‘wildland fire’ or other incident (Incident Command System).

    To the riders, everything looked calm. Our intent was for them to concentrate on riding and taking in the beauty of the area without being concerned about getting lost or about their health & safety out there on the course should they wreck or have a medical emergency. We had them covered!

    For the ’18 version of the 120/60 event we are trying to reduce/mitigate the riders exposure to sun and/or hot pavement and get them onto more shaded routes to help address/mitigate some these concerns.

    We want a rugged and burley event that challenges, really challenges the rider but, we also want to get everybody home safe and sound!

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