BLM LIBRARY

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STATES DEPAHTMENT OF TH INTERiOfc
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JRE1AU OF (LAND MANAQEMENT
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United States Department ofthe Interior
IN REPLY REFER TO
To The Readers Of This Report:
BUREAU OF LAND MANAGEMENT
STATE OFFICE
Federal Office Bldg., Room E-2841
2800 Cottage Way
BLli
Library
Sacramento, California 95825
D-555A,
Bui1dine;
50
Denver
Federal
Center
P.
C Box
25047
Denver,
CO
60225-0047
IOQ0
ni5
March 1975
I
This is a Bureau of Land Management evaluation report on the 1974
Barstow to Las Vegas motorcycle race. It is made from baseline data
collected prior to the race; monitoring done during the event; and
studies made after the race. The purpose of the report is:
(1) evalu-
ate the event in relation to the Proposed Bars tow-Las Vegas Motorcycle
Race Environmental Impact Statement (E.I.S.)
-
Department of Interior,
Bureau of Land Management -
October
1974; (2) investigate compliance
with the provisions of Special Land Use Permit 04-060-SL4-133 issued
to San Gabriel Motorcycle Club;
(3)
measure environmental changes
caused by the race; and
(4)
identify where additional study is re-
quired to fully evaluate the impact of this race and related activities
on the lands and resources in the California Desert.
This report is a summary of data and findings. Further assumptions
and conclusions can not be made without additional data. All related
study data and basis for findings contained in this report are on file
with the Bureau of Land Management.
r
BUREAU OF LAND MANAGEMENT LIBRARY
Denuer, Colorado
CONSERVE
AMERICA'S
ENERGY
88661614
Save Energy and You Serve America!
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BARSTOW- LAS VEGAS
MOTORCYCLE
RACE
Bureau
of Land
Management
Library
Denver
Service
Center
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EVALUATION REPORT FOR THE
1974 BARSTOW TO IAS VEGAS MOTORCYCLE RACE
TABLE OF CONTENTS
Page
I. IMPACT SUMMA.RY
A. Brief Description of Event 1
B. Mitigation Compliance Summary 2
C. Summary of Resource Impacts 2
II. POST EVENT EVALUATION
A. General Objectives 8
B. Description of Evaluation 9
C. Definition of Course Impact Area 14
III. MITIGATION COMPLIANCE
A. Objective
15
B. Coordination Measures 15
C. Site Specific Mitigation Measures
and Findings
16
IV. RESOURCE IMPACT
A. Impact on Soils
48
1. Objectives
2. Methodology
3. Findings
B. Impact on Vegetation
68
1. Objectives
2. Methodology
3. Findings
Co Impact on Wildlife
75
1. Objectives
2. Methodology
3. Findings
D. Impact on Cultural Resources 83
1. Objectives
2. Methodology
3. Findings
E. Outdoor Recreation Analysis 91
1. Objectives
2 Methodology
3. Findings
F. Surface Impact Analysis
100
1. Objectives
2. Methodology
3. Findings
APPENDIX
1. Air Quality Analysis
2. Special Land Use Permit and Stipulations
3. Summary of Injuries
4. Recreation Use Survey Form
5. Notes on 26 Environmental Sampling
Photo Plots
6. Draft Report -
San Bernardino County,
California, Air Pollution Control District
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I. IMPACT SUMMA.RY
A. Brief Description of Event
The Bars tow-Las Vegas Motorcycle Race was a point to point,
speed contest, referred to as a "Hare and Hound" event. The
race, advertised as the world's largest motorcycle race, took
place on November 30, 1974, Thanksgiving weekend.
The race involved a "mass" start. Riders rated as "experts"
or "amateur" by American Motorcycle Association Riding Classifica-
tions started first. There were about 1,200 participants in the
first wave. Approximately one hour later, a second wave of about
1,800 "novice" or "beginner" riders began in mass. There were
approximately 3,000 entrants in all.
The course traversed 155+ miles of desert terrain from a
point about 20 miles east of Barstow, California, to a point
9 miles south of Las Vegas, Nevada. In order to deter riders
from straying or short-cutting the previously marked course, the
sponsoring club (the San Gabriel Valley Motorcycle Club) establish-
ed unannounced "check points". Upon arriving at each checkpoint,
referrees marked a piece of paper previously taped to each rider's
gas tank. Upon finishing, each rider turned in the "tank card" to
prove each checkpoint had been encountered. Several designated
"pit stops", from 30 to 50 miles apart, were established for fuel
and spare parts. Most of the course had been used for the preceding
seven years.. All of the course had been used in at least one
previous Barstow to Las Vegas Race.
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Approximately ;132 of the 155+ miles of the race course was
on National Resource Lands administered by the Bureau of Land
Management, Department of Interior. A Special Land Use Permit for
this event was issued the sponsoring organization. The stipula-
tions contained in this permit were designed to mitigate resource
disturbance and were developed from a comprehensive Environmental
Impact Statement (E.I.S.).
B. Mitigation Compliance Summary
Pre-race handouts and course marshalling kept all campers
within the designated camping areas.
Portable toilet facilities were inadequate at the start and
the Valley Wells pit stop.
Pit area design proved to be an important factor in operational
control.
Total compliance with mitigation measures along the course
was not achieved.
Specific marking techniques were used effectively to control
racers on portions of the course.
Consistency in stopping all racers at all paved road crossings
was not achieved
.
C. Resource Impact Summaries
1. SOILS
Two-thirds of the comparison samples taken after the
race indicated compaction occurred. This was predominantly ex-
hibited on the Anthony-Cajon-Arizo (AC) and Rosamond-Playa (RP)
2-
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Associations. The AC Association is a sandy, gravelly alluvium
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found on terraces and sloping fans. The RP Association represents
the dry lake beds. These two associations represented the bulk
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of the race course.
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Analysis indicated a significant increase in bulk density
on these soils. This results in reduced capillary pore space,
infiltration, and percolation rates, leading to more rapid run-
off and erosion.
Surface pavements have been destroyed with a subsequent
loss of protection from wind erosion. Areas of desert pavements
on alluvial fans, plains and terraces received most of the surface
disturbance. Immediate impact from one motorcycle across a
pavement is moderate but long lasting. This condition is compound-
ed as numbers of motorcycles increase.
Root development will be restricted and will probably
cause problems in establishing new seedlings.
The least surface disturbance or change occurred in sandy
washes
.
2. VEGETATION
There was a heavy impact on the vegetation in parking areas.
Seedlings that had germinated before the surface disturbance
were eliminated.
Where the race was confined to existing roads, trails,
barren washes and playas, the least impact on plants occurred.
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3. WILDLIFE
Within the two study plots located at the start of the race,
90% reduction in the small mammal population occurred. These plots
were trapped before and after the race
4. CULTURAL RESOURCES
Measures devised for the protection of cultural resources
along the race in general proved less effective than anticipated. Of
19 sites investigated after the race, three sustained 15% or greater
disturbance; four sustained 6 to 157o disturbance; the remainder
sustained 5% or less disturbance.
Overall, 4 of the 19 sites have sustained less than 10%
total damage from this and apparent previous races.
Heavy impact occurred on two sites eligible for inclusion
on the National Register, as portions of a District (Cronese Lake and
site BV-5)
.
Impact on two historic sites eligible for the National Register,
the Tonapah-Tidewater Railroad Grade and the Mojave Road (Old Gov't
Road), was difficult to assess, however, the cutting of a 2 to 3 foot
trench through the berm of the Railroad Grade was significant.
Not all cultural sites were identified in pre-race surveys.
5. OUTDOOR RECREATION
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The calculated figure for spectators, crews and riders, was
9,902. This was 3,908 less than EIS estimate. These figures are
inconclusive, however. Vehicles in route on freeways were missed and
people were not counted fully at the start and finish (the crowd fluctua-
ted) .
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The EIS assumed many other recreation activities occurred
simultaneously in the same area the race was held and that there
were possible conflicts with race-associated users. Since no
counts or interviews of other recreationists are available (only
race-associated recreationists), no evaluation of possible conflicts
could be made in this study.
Interview data is not adequate to evaluate personal benefits
(psychological, social, etc.) of race-associated users or of other
recreationists. These factors, as well as related safety factors,
still require detailed study and analysis.
6. AIR QUALITY
The EIS predicted that 24-hour suspended dust concentrations
3
would be equal to 195 ug/m on the Nevada portion of the course
and that they would exceed this amount in California (because of a
greater number of vehicles). Actual measured 24-hour concentrations
3
were less than those predicted; ranging from 97 ug/m at the Finish
3
area, to 176 ug/m at the Rasor Road pit stop.
The EIS predicted that the California suspended particulate
ambient air quality standards would be exceeded. The California
3
(100 ug/m )
standards were exceeded on the day of the race by be-
tween 58% and 76%, and were exceeded on the day following the race
at the Rasor Road station. The Nevada and Federal secondary
3
standards are 150 ug/m . They were exceeded at the Stateline
measuring station (160 ug/m
)
, but not at the finish area (97
ug/nr)
The EIS predicted that the secondary Nevada and Federal standards
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would be exceeded. Suspended particulate levels at Barstow were
not affected by the race.
The EIS indicated that 590 tons of particulates would be
generated by the race. Data collected by San Bernardino County,
indicates that the EIS underestimated the effect of the race on
particulate generation.
Although it is not possible to directly compare the monitor-
ing results with the EIS predictions, the monitoring data indicates
that the race increased 30-day particulate levels by 31 percent
between the start area and the Rasor Road pit stop. At the close
of the 30-day collection period, source sites were undergoing
natural repair.
The analysis from which this summary was derived appears
in the appendices
.
7. SURFACE IMPACT SUMMARY
The total increase in the area of influence from this race
over past races is 1,921 acres, or 257c The area of influence of
the race course increased from 5,265 acres to 6,897 acres; a differ-
ence of 1,632 acres or 317 . The area of influence of the start
,
pits ,
and finish areas increased from 2,240 acres to 2,529 acres;
a difference of 289 acres or 137. The EIS predicted no increase
in the area of influence.
A major factor in the increase of the area of influence at
the start of the course was participant failure to see the smoke
bomb. This failure increased the area of influence at least three
miles beyond the smoke bomb location. Bunching up by the second
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of influence.
The tracked area within the area of influence, as evidenced
by before and after E.S.P. plot calculations, increased by at
least 673 acres.
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wave of racers was another major factor in the increase of the area
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II. POST EVENT EVALUATION
A. General Objectives
The objectives of this evaluation are to (1)
determine the
degree of sponsor compliance with the mitigation measures derived from
the environmental impact statement (E.I.S.) and
(2)
measure the
environmental changes caused by the race.
The Special Land Use Permit (SLUP) issued the sponsor for
the race enumerated several stipulations developed from the E.I.S.
analysis. These stipulations were designed to mitigate the potentially
harmful aspects of the race and protect both the resource user and the
resource. How well the sponsor complied with these stipulations and
how effective the stipulations were in alleviating the impact of the
race is discussed in Section III, Mitigation Compliance.
The E.I.S. contained a pre-race description of the environ-
ment to be impacted and an analysis of the impacts' anticipated
severity. A diverse quantity of technical data was collected. Where
technical information was not available, estimates were made as
objectively as possible. Section IV, Resource Impact, discusses the
effect of the race on six measured environmental components, and
whenever possible, compares the findings to the pre-race impact
estimates and analysis. An analysis of air quality appears in an
appendix.
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B. Description of Evaluation
This evaluation, as developed from its objectives, addresses
two principal subjects
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mitigation compliance and resource impacts.
Compliance with the permit stipulations was determined
by the Bureau's field personnel from the Riverside District Office.
The race course was divided into sections and Bureau Section Captains
were assigned responsibility for monitoring activity within these
areas. Points within each section had been identified in the E.I.S.
for special mitigation measures and, to the extent possible, personnel
were assigned to these points. A primary responsibility of the
Bureau was to "monitor" the activities that occurred, attempt to
assure compliance, and report on the degree of compliance and
effectiveness of the protective measures taken. The Mitigation
Compliance Section, III, of the report is a synthesis of the many
reports completed by the field personnel.
To determine the impact of the race on the environment,
several data gathering methods were used; Environmental Sampling
Photo (ESP) plots, aerial photography, soil sampling, pre- and post-race
wildlife trapping, participant/spectator surveys, and air quality
monitoring.
Twenty-six ESP plots were established along the race course
which were representative of the various soil and vegetation
associations (See, Figure II-l) . At each plot a 360-degree series
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of photos were taken with a 35mm camera, placed 4.5 feet above the
ground on a levelled tripod with a panorama head. (See Figure II-l.)
In each of the photos, scale is established by a range pole located
50 feet from the camera. The panoramic photos taken provide a
permanent visual record of environmental change. Information derived
from the initial "before" and "after" photos is found in this report.
The ESP sites will be rephotographed once in spring and once
in fall. Field personnel patrolling in the area of the ESP plots will
monitor when plant growth and flower bloom are active. At that time,
spring photos will be taken to determine the relative abundance of
annual vegetation in and beside the course. In the fall, after the annuals
have matured and died, an additional set of photos will be taken to
observe any new or recovered perennial vegetation.
In addition to the ESP plot photography, vertical 70mm aerial
photos were taken. This photography concentrates on the general ESP
plot area and also provides "before" and "after" photo coverage. The
color aerial, stereo, overlapped photography was mostly 1:600 scale.
Oblique 4x5 black and white photos were taken during the race and
provided the spectator/participant count information, and information
on the area of influence.
Various soil sample readings were taken at each ESP plot
prior to the race. Comparison readings were made after the race, with
exceptions where a similar soil site existed and sample plot readings
had been taken. A soil pit was dug to record soil characteristic
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information such as horizon depths, texture, and structure. Instru-
ments were then used to measure shear strength and penetration factors
of the soil surface, and each identified soil horizon. A bulk density
sample, measuring the volume of soil in a small sample, was collected
for each site. If surface gravels were present, a square foot sample
was collected. The bulk density soil samples and surface gravel
samples were sent to a commercial laboratory for analysis.
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RACE COURSE AREA AND TRACKING CALCULATIONS
Area of each E.S. P. plot visible within the 50 feet radius plot
was determined as follows;
Assume: level ground 8 precise before and after camera
frame alignment (camera height and angle)
Calculated:
area ground coverage

=
3846'
Not to scale
CAMERA
31.95'
+
11.89'
=
(32
'
)=70,,44*/
FRAME or 701.44^/
FRAME X 10 FRAMES/ ESP PLOT
=
70l.44
qb
or 0.16 ACRE
NOTE:
np
REFER TO SQUARE FEET
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A wildlife trapping study was developed to measure the
changes in small mammal populations before and after the race. A
site was chosen near the start on the race course and the numbers of
small mammals were measured immediately prior to and after the event.
A more detailed description of the procedures used appears in the
wildlife portion of Section IV, Resource Impact.
Recreation use surveys were conducted to obtain socio-economic
information regarding the race spectator, crew, and participant. Also,
an attempt was made to conduct a survey to determine the impact of the
race on the desert recreationist not concerned with the race, particu-
larly in regard to possible conflicts with race related recreationists
.
Single-page questionnaires were completed by interviewing randomly-
selected individuals at different points along the race course, and
in parts of the area other than that immediately influenced by the
race. The data to determine the impact of the race on the desert
recreationists not associated with the race is inadequate, therefore
no analysis of conflicts is made in this report.
Bureau personnel developed and implemented the methodology,
analyzed the information collected, and compiled this report. The
air quality information was collected and analyzed by personnel from
San Bernardino County, California, and BLM staff personnel. This data
appears in summary form in the appendix.
The one major resource value discussed in the E.I.S. and not
addressed in this report is Aesthetics.
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An analysis of th.e Environmental Study Plots indicates
there was greater surface disturbance than anticipated in the E.I.S.
In order to determine how this increased surface disturbance has
affected the scenic quality of the area, the Bureau will conduct a
post-race examination of the course involving the same aesthetic
study segments and criteria that were developed for the E.I.S.
C. Definition of Course Impact Area
In the following discussions regarding the impact of the
race, two different descriptive terms are used to identify separate
aspects of the race course area affected. These terms are "area of
influence" and "tracked area".
The area of influence is a general term used to describe
the surface area disturbed in average acres. It is calculated by
multiplying the average course width by course segment lengths. In
the E.I.S., the area of influence was delineated on maps by observa-
tions, both aerial and ground. For this evaluation, the area of
influence was derived from data obtained at each ESP site, the 70mm
aerial photography, and 4x5 oblique aerial photos.
The tracked area is that surface area actually covered by
the tire tracks within the area of influence. Before and after
analysis of the ESP sites revealed the tracked area increased by
673 acres.
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III. MITIGATION COMPLIANCE
A. Objective
One of the objectives in the post race evaluation was to
determine compliance with the general and specific conditions of
the Special Land Use Permit. A copy of this permit is included in
the appendix. Through the race monitoring program instances of non-
compliance were documented. This portion of the post race evaluation
addresses the recorded instances of non-compliance of the specific
conditions, and identifies the degree of resource impact.
B. Coordination Measures
The sponsoring organization, the San Gabriel Valley Motorcycle
Club, through experience had developed an effective organizational
structure for managing the Barstow to Las Vegas Race. A Club Referee
has overall responsibility and six Club Section Captains had on-the-
ground supervision responsibilities for a specific portion of the
course. To facilitate communication and coordination, the Bureau
utilized the same organizational structure with the Chief Ranger
having overall responsibility and six Section Captains having on-the-
ground responsibility for certain sections of the course. This
provided for key individuals from both organizations to function on
a one-on-one basis in the field during all phases of the event from
the course marking through race day and subsequent cleanup. Prior to
contact with the sponsoring organization, Bureau Section Captains
spent time in the field with BLM Resource Specialists to assure
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everyone was completely familiar with the specific mitigation
requirements. Bureau Section Captains then worked with their
counterparts from the sponsoring club in determining how the miti-
gation measures were to be accomplished.
C. Site Specific Mitigation Measures and Findings
In addition to the general stipulations which apply to all
competitive events, the Special Land Use Permit for the Barstow/Las Vegas
Race contained 36 site specific stipulations which were the special
mitigation measures identified in the E.I.S. A discussion of each
special stipulation and the results are as follows:
SITE SPECIFIC MITIGATION U_ (START) "To avoid injury to
riders and spectators, the start area will be clearly marked with lime
and flagging; no less than six course marshals will be required to line
up racers and to keep spectators off the course."
The starting line was placed about 10 feet east of the Alvord
Dirt Road, with the southern end being
h
mile north of the 100 KV
powerline. A fence 50 feet long was set up running east and west from
the southern end of the starting line, with an additional 100 yards of
lath and flagging. The bulk of the spectators were located here. The
starting line for the first wave measured 1.2 miles long with the bulk
of the riders (shoulder to shoulder) located in the first .6 of a mile.
There was a great deal of congestion of bikes and vehicles at the start,
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but nothing that appeared to interfere with the racers. The fence and
banners at the southern end of the start line, along with club marshals,
adequately controlled spectator encroachment.
The smoke bomb, which was placed about 3 miles out to direct
the racers from a mass start to the beginning of the marked course,
was not visible because the smoke was not dense enough when the first
wave of about 1,200 riders started the race at 8:00 a.m.* The dust
cloud created by this mass cleared within an 8 to 10 minute period.
The density of the smoke from the bomb increased and was visible at
the start of the second wave at 8:57 a.m. However, because of the dust
and the smoke both being white, it remained visible only to the few
leaders of this wave. The number of injuries occurring in the start
area is not known. However, the commander of "Rescue
3"
(the organi-
zation providing first aid coverage for the event) felt that the two
areas with the most injuries were the start area and Basin Road Area.
Appendix 3 provides a summary of injuries occurring at the event. No
known injuries to racers, spectators, or crew occurred due to
encroachment onto the race course by non-competitors.
* In the past, a large column of smoke has been used to guide racers
from the mass start onto the marked race course. The smoke was produced
by burning a pile of 50 to 100 used automobile tires. For the 1974
race, the San Bernardino County Air Pollution Control District would
not grant a permit for this procedure. Consequently, 6 cannisters of
white signaling smoke were ignited for each wave of racers.
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Camping Areas

AS EVIDENCED &Y
VEHICLE i>^
AERIAL.
PH0T06RAPHr. AR6A
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COVERED
WAS
\sfc3 AcRes. '
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THE E.I.S. ESTIMATED
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CoVERA&E WAS lO ACRES
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All no-camping and authorized camping areas were well marked
and patrolled. A map handout containing
camping information and rider
instructions was given to each vehicle
entering the start area on
Thursday, November
28, through race day.
The extensive signing of both the no-camping and authorized
camping areas, the marshalling
by club members, plus the map and camping
information,
combined to produce 99% compliance in the camping area.
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SITE SPECIFIC MITIGATION
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"Camping areas will be marked to
avoid extensive impact to resources. At least four course marshals will
be necessary."
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11 SITE SPECIFIC
MITIGATION
3: "To avoid impact to the resources,
the three dirt roads on the ridge will be blocked and posted "CLOSED".
At least one course marshal will be provided to keep joyriders off the
ridge." (This ridge was the only prominent hill from which the start of
the race, located some two miles away, could be viewed.)
Two of the three roads were barricaded prior to race day.
Enough NO TRESPASSING signs were placed to make
unknowing encroachment
(unlikely. A club course marshal was present on Friday afternoon,
November
29,
and for about
1 hour on race day. Two BLM rangers
patrolled
the area on motorcycles on Friday afternoon and all race day. Friday,
eight vehicles were intercepted on their way up the hill and asked to
turn back.
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Saturday (race day)
, 13 vehicles were noted on top of the hill and
asked to leave, while 32 others were intercepted and kept from going
up the hill. Because of lack of communication (equipment such as a
voice horn would have been useful) , the rangers themselves created some
encroachment on the resources here by going to the top of the hill to
intercept others. According to a Bureau Resource Specialist, an increase
of less than 5% resource disturbance occurred.
SITE SPECIFIC MITIGATION
4j_
"To avoid the hazard of the trans-
mission line towers and to keep spectators off the course, special
marking techniques will be worked out with the permittee. At least
two course marshals will be needed."
Barricading the telephone maintenance road and the powerline
road, plus the action of the course marshals, kept the spectators away
from the hazard of the race course crossing under the transmission lines.
The towers themselves were not ribboned. No known injuries occurred in
this area.
It was noted that the military vehicles (National Guard), present
to sweep the course for injured riders, followed the racers right down
the course. At two points, one near the start and the other on Soda
Dry Lake, one of the military vehicles became stuck and had to be
pulled out. In this process, a trenched and churned up area was
created. These vehicles did not proceed beyond Soda Lake.
20-
1
H
D
I!
I
1
1
SITE SPECIFIC MITIGATION
5j_
(SPANISH CANYON) "To avoid
impact to resources, the canyon areas to the north of the start will be
closed to vehicular traffic during the duration of the event."
Alvord Road leading to the Spanish Canyon Area was barricaded
at a point about \ mile north of the northern edge of the starting line.
No encroachment into the Spanish Canyon Area was noted during the event.
SITE SPECIFIC MITIGATION 6: "To avoid impact to resources, the
course segment will be routed
H,
mile north on an existing graded road as
designated by BLM personnel in the field."
In addition to heavy marking with ribbon, lime, and course
markers, 6 course marshals were used as flagmen to keep racers on
course. The course was a graded road through this section.
During the first wave, 99% compliance resulted with no rider
observed going through the nearby significant natural resource area
(Crucifixion Thorn Area) . The first 1/3 of the second wave maintained
the same level of compliance. However, during the middle half of the
second wave, "bunching-up" began to occur at the head of a small pass
through which the course was routed. This pass was about \ mile west
of the graded road and the club flagmen. Probably as a result of this
"bunching-up" and the heavy dust, about 500-600 riders went up over the
hill to the south of the course, then down onto the road south of the
club flagmen. Upon reaching the road, this group of riders turned north
-21-
MOJAVE WASH
TABLE
CO
cc
LU
O
or
LU
CD
700
650.
600
550-
500
450
400
350
300
250-
200
150-
100
50-
Number of Riders Arriving
at the
Mojave Wash Checkpoint in
each 15 min. period
8 45 900 10:00 10^30 IhOO 11:30 12:00 12:30
TIME
22-
II
I
1
i
I
along the road causing bunching-up to again occur near the flagmen.
This bunching-up and the heavy dust caused about 250 riders to leave
the course and go through the nearby significant natural resource area.
Data from the E.S.P. plot in the area indicated that the number
and area of tracks increased 212% but no vegetation within the plot was
damaged. This non-compliance was another major factor in the unpredicted
increase in the area of influence.
The distribution of riders through the Mojave Wash check point
indicates bunching-up as noted above continued through sites #7, 8, 9,
10, and 11. (See Table III-l.)
SITE SPECIFIC MITIGATION 7: "To moderate impact to resources,
the course must be channelled to narrow the route to 20 feet through
approximately a 1,000-foot area as identified in the field by BLM."
Special flagging, consisting of ribbon strung between lath
starting 1,000-1,500 feet before the mitigation site, gradually narrowed
the course from 500 feet to 20 feet. Also 25-30 signs reading "STAY ON
COURSE" were posted.
During the first wave, over 90% compliance was achieved with
all but 90 of the racers staying on the 20-foot wide course. The
second wave brought approximately 75% compliance with 298 racers being
off course. The Bureau monitor at this location reported that during
the last half of the second wave particularly, the dust was very bad.
23=
Maximum visibility was only 75 feet. A Bureau specialist estimated that
1 to 2% of a cultural site in the area received new disturbance.
SITE SPECIFIC MITIGATION 8: "To moderate impact to resources,
the course must be channelled to narrow the route to a 20-foot wide
course through approximately a 500-foot long area as identified in the
field by BLM."
This area was just east of Site #7. A small hill separated
the two resource sites. Those racers on course through Site #7 remained
on course through this area. Those outside the 20-foot course in Site #7
remained outside the 20-foot course through Site 8. Total compliance
through Sites #7 and #8 is estimated to be 80-85%. A Bureau
specialist estimated that the cultural resources in this area
received about 10% increase in disturbance.
SITE SPECIFIC MITIGATION 9: "To avoid impact to resources,
the course route must be channelled to a 20-foot width through approxi-
mately a 500-foot long area as identified in the field by BLM."
The same methods were utilized here as at Sites #7 and #8,
with the same degree of success. A Bureau specialist estimated that a
cultural resource site in the area received about a 10% increase in
disturbance brought about by widening of existing trails.
SITE SPECIFIC MITIGATION 10: "To avoid impact to resources,
the course route must be marked to limit the course to a 100-foot width."
24-
Through this 8-mile section of the course, the area of
influence of old existing courses spreads out over about a one-mile width.
To comply with the mitigation, the section captains tried to "second
guess" the riders by routing the course where they would naturally choose
to go, as long as existing courses were used. For about one mile, a
wash with natural barriers on one side was marked as the course.
No monitor was present here, but post race analysis indicates
that 80% of the racers stayed within a 100-foot width. The other 20%
approached a Jg-mile spread. Most of this 20% non-compliance was on
three new main trails about 8 to 10 feet in width. Upon entering West
Cronese Dry Lake, the racers spread out fairly evenly over a one-half
mile width.
A Bureau specialist estimated that 10 to 15% of a specific
cultural resource area was disturbed. A contributing factor here, along
with the dust, was that the original extent of the cultural resource in
this area was inadequately determined during the pre-race assessment.
SITE SPECIFIC MITIGATION 11: (CAT MOUNTAIN) "To avoid impact
to resources, the course will be flagged and marked to channel riders to
and over the north saddle. At least two course marshals will be
required."
Section captains chose to establish a check point at the top
of the north saddle of Cat Mountain. This check point was visible to
the riders as they approached the east side of West Cronese Lake.
25-
Compliance at the checkpoint was 99%. A Bureau specialist estimated that
little disturbance occurred to the cultural resources in this area.
About a quarter of a mile past this check point, the course entered
East Cronese Dry Lake. Most of the racers concentrated on a 15-foot
wide course. However, data collected from an E.S.P. plot here indicated
that about 20 racers extended the area of influence to about 180 feet.
Data from the E.S.P. plot also indicated that the number and area of
tracks increased 72% and that 27% of the plants within the plot were
damaged
.
Some deep, hazardous trenches existed on East Cronese Dry
Lake. Those trenches near the course were well flagged and marked with
the standard danger symbols. The 20 or so riders who had scattered out
prior to entering the dry lake bed continued to scatter out further, which
took them into this danger area. A serious injury occurred when one
of these racers dropped into one of the trenches. Some of the trenches
were up to 4 feet deep, 10 feet wide, and 50 feet long.
SITE MITIGATION 13: (RASOR ROAD PIT STOP) "The course in and
out of the pit stop will be closely marked and flagged; pit crew and
spectator areas will be identified and marked. At least four course
marshals will be provided to keep spectators off the course."
D
D
D
n
D
n
I
I
Q
The course was closely marked and flagged and the west end
of the pitting area tightly controlled as to "pit crew only" locations.
Lime was used to mark spectator and pit crew traffic lanes in and
out of the pitting area. Monitors were to keep the spectators and pit
I I
n
-26-
crews north of the course itself. The club was also to provide a
nearby business with a course marshal to assist in traffic control
and parking.
27-:: -,::.;
r
.--P200
~
Rasor
Pit Stops
Figure III-
2
Rasor Pit
Stop
AREA COVERED WAS
340 ACRES. THE EC.l.S.
ESTIMATE WAS HO ACRES
\^>
^
-M-jt
/"
LA
v
3&S:
1
1
\ 1
-28-
nw
At the height of activity, traffic congestion occurred.
Marshalling was not sufficient to maintain spectator and pit crew
control. A definite hazardous condition existed with spectators both
on foot and on motorcycles continually crossing the course from south
to north. However, no injuries were reported in this area. No course
marshal was present to assist the nearby business (gas station) during
the height of activity in this area. In a post-race discussion with
the owner of this business, he indicated at no time was his driveway
blocked and he was able to carry out his business adequately throughout
the event. He stated the attitude of the crowd and the general
orderliness of the pitting operation was much improved over previous
yeajjs
.
Additional, or at least more aggressive, course marshalling
may have controlled the spectator hazards in the actual pitting area.
Utilization of signs and perhaps even a map with traffic and spectator
instructions would have improved the traffic control.
SITE SPECIFIC MITIGATION 14: (SW SODA LAKE) "To moderate
impact to the resources, the permittee will be required to channel the
course across the fan and through the mesquite dune as identified in
the field by BLM. Lath and flagging will be necessary. Immediately
out of the mesquite dune, the course will be marked and flagged to
keep the course on the existing road to Soda Playa (less than 1/8 mile)
The crossing of the old Tonopah and Tidewater Railroad will be well
29-
marked and flagged, and the crossing
will be limited to only one
location, 15 feet in width. The permittee will provide at least two
course marshals."
To comply with this mitigation
measure, the section
captains
worked out special marking
procedures and established a check point. A
BLM resource
specialist was also present. 90%
compliance was achieved.
A Bureau resource
specialist
estimated a 20% increase in surface distur-
bance
occurred to the cultural resources in this area.
Mitigation
measures for the crossing of the Old Tonopah and Tidewater
Railroad were
successfull in keeping the racers on the specific marked course
as stipulated.
However, the racers cut a 2 to 3
foot trench through the
berm of the old railroad grade.
SITE SPECIFIC
MITIGATION 15: (SODA LAKE CORRAL) "To avoid
course cutting, the permittee will provide at least two course marshals
and special care will be taken to mark course well."
The section
captains
determined
special marking with ribbon
and course markers would be necessary to obtain compliance here.
Mitigation
measures were not successful in keeping the racers
on the marked course. An E.S.P. plot in the area indicated that the
area and number of tracks
increased by 41% and that 20%
of the
vegetation
within the plot was damaged.
30-
SITE SPECIFIC MITIGATION 16: (C. SODA LAKE) "To moderate
impact to resources, the course will be routed north via existing road
and rejoined with proposed course where identified in the field by BLM."
Specific marking with ribbon, lime, and course markers were
all that was necessary for complete compliance in this area. No
disturbance to the cultural resource in this area was recorded.
SITE SPECIFIC MITIGATION 17: (KELBAKER ROAD CROSSING) "To
protect riders, the permittee will provide proper warning markers and
two course marshals to function as flagmen."
Section captains instructed flagmen that traffic on the
Kelbaker Road had the right-of-way. They were to stop the racers
rather than highway traffic. A check point was established here. No
Bureau monitors were present during the race to determine if traffic
on the road was given the right-of-way.
No injuries were reported to have occurred at this paved road
crossing. About 500 spectators were present.
SITE SPECIFIC MITIGATION 18: (Cl-15 UNDER CROSSING) "To avoid
course cutting, the permittee will take special care to flag and mark
the course well where it crosses under Interstate 15 and runs to the
Powerline Road. At least two course marshals will be required."
The section captains determined that with the funneling
effect of the freeway undercrossing only specific course marking would be
31-
necessary to obtain compliance and keep the racers on the existing
trail to the Powerline Road.
Mitigation measures here were successful.
SITE SPECIFIC MITIGATION 19: (S. TURQUOISE MOUNTAIN) "To
avoid and/or moderate impact to resources, the course will be clearly
marked and flagged in areas identified in the field by BLM. Use of
existing roads may be required."
Section captains were able to keep the course on existing
roads as required in this area.
Compliance here was about 90%. Indications are most of the
non-compliance (tracks leaving the existing road) occurred in passing
situations. These passing situations caused some aditional impact on
the natural resources in the area. 3% of the vegetation within an E.S.P.
plot in the area was damaged.
SITE SPECIFIC MITIGATION 20 (HALLORAN SPRINGS ROAD CROSSING)
"To protect riders, the permittee will provide proper warning markers and
two course marshals to function as flagmen."
Section captains instructed flagmen that traffic on the
Halloran Springs Road had the right-of-way and they were to stop the
racers rather than highway traffic. No BLM monitor was present to
determine compliance.
No injuries were reported to have occurred at this road
crossing.
32-
SITE SPECIFIC MITIGATION 21: (BULL SPRINGS WASH) "Route course
along existing route as designated in the field by BLM."
Course captains determined that the course could be routed
along an existing road running parallel to the Bull Springs Wash.
Nearly complete compliance was attained. Evidence indicates
most of the non-compliance was associated with passing situations. Data
from the E.S.P. plot in the area indicated a 12% increase in the number
and area of tracks occurred. No vegetation within the E.S.P. plot was
damaged
.
SITE SPECIFIC MITIGATION 22: (POMONA MINE AREA) "To protect
resources and to avoid course cutting, course will be flagged and marked
well and one course marshal provided."
The course utilized an existing jeep (4x4) road in this area
and compliance was successful in that racers stayed on course. However,
the development of "whoop-de-doos" in this road has deteriorated its
integrity even for 4-wheel drive use. This road is used by a local
rancher as access to some of his ranching activities. The sponsoring
club will make repairs here.
SITE SPECIFIC MITIGATION 23: (VALLEY WELLS) "Pit area will be
marked and flagged. At least four course marshals will be provided."
The original location (as discussed in the EIS) was determined
to be too small, presenting both a safety hazard and a crowd control
problem. After a discussion between the section captains and Bureau
-33-
u
Lj
I
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n
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t_.y
G \
K
10 11
\ .
1/ \
\ 2
\ !
Valley Wells Pit Sfop
1
i i
:
25"=
I /
.
V
V7
Figure
TTT-
3
\
;
7\
I Valley Wells Pit S+op
AREA
COVERED BY VEHICLES
during pitting was 90 feet
BY l.< MILES or I fe ACRES. THE
J
E.1.6 EST. WAS 600 ACRES.
f\;
-34-
I '..4/7S
.JO.
D
I:
u
I
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Resource Specialists, the pits were relocated. The new, nearby location
had been used for two previous events and had excellent access and room
on an existing road and trail. Resource specialists anticipated much
less impact with this relocation.
The section captains determined the following would bring
about compliance in the Valley Wells Area: Four course marshals were
inadequate
-
a minimum of six are needed. The access roads for the
pit crews should be well signed and marked "ONE WAY". The actual pit
area should be restricted on both ends. No pitting, no parking, and
no camping areas should be well signed.
Overall the compliance and orderliness in this area of high
people concentration was good. However, for a brief period during the
very peak of activity, the pits as a whole were not large enough and
traffic control became somewhat of a problem. The portable toilet
facilities were inadequate. Dust was a problem.
More and larger signs, and perhaps a handout with maps and
instructions as used in the start area, would have improved the traffic
control. Four more portable toilets or daily pumping of the existing
units was needed and sprinkling the access roads periodically may have
controlled the dust problem.
SITE SPECIFIC MITIGATION 24: (KINGSTON WASH) "Course will be
confined to the Kingston Wash Bottom and will be flagged and marked to
-35-
LJ
indicate this requirement. One wide section of the wash would require
extensive course marking with ribbon, lime, and course markers."
The above course marking procedures brought about good
compliance. No plants were damaged within the E.S.P. plot in this area.
SITE SPECIFIC MITIGATION 25: (KINGSTON WASH NORTH) "The
course will be confined to the Kingston Wash Bottom and will be flagged
and marked accordingly."
The exit from Kingston Wash was a sharp (about 110) right-
hand turn up a much smaller wash requiring heavy ribboning across the
entire wash, directional arrows, and danger and slow lime marks. The
club was confident that no flagmen were needed.
The turn proved to be too sharp for the approach and for the
speed. 95% of the riders missed the actual turn out of the wash and
formed a new trail. As an E.S.P. plot was not located here, no precise
assessment of the damage was made. Both the area of influence and area
of impact was increased.
SITE SPECIFIC MITIGATION 26: (EXCELSIOR MINE ROAD NORTH) "To
protect riders, the permittee will provide proper warning markers and
two course marshals to function as flagmen."
To protect riders, the club would provide proper warning markers
and at least two course marshals. It was impressed on the club that the
riders would be stopped and not the traffic using the road.
U
n
Li
i i
Li
n
D
n
-36-
A check point would be established requiring the riders to
stop long enough to have their tank cards marked.
Four course marshals and three number recorders were present
during the race. 1,811 riders passed through this check point.
Some spectator parking was observed along the road near the
crossing. No injuries were reported.
SITE SPECIFIC MITIGATION 27: (MESQUITE PASS) "To avoid course
cutting and impact to resources, the course will be closely marked and
flagged. At least two course marshals will be required."
A check point with at least two course marshals was estab-
lished at this point to prevent course cutting and possible damage to
an upland game bird guzzler which was located about 150 yards from the
check point.
Total compliance was obtained here with all 1,770 of the racers
passing through this check point observed to be on the prescribed course.
Table III-2 shows the numbers of riders passing through this check point
during each 15-minute period.
SITE SPECIFIC MITIGATION 28; (STATE LINE PIT STOP) "The pit
area will be marked and flagged; at least four course marshals will be
required."
Section captains determined that lime marking and course
marshals would be adequate to insure compliance here. The approach
37-
MESQUITE PASS
TABLE
m-2
CO
cc
LU
Q
en
en
LU
GO
200-i
180
160
140
120
100-
60-
40-
Number of Riders passing
through Mesquite Pass in
15 min. periods.
Extrapolated
from club figures
of riders
crossing mine
road.-
4:00
TIME
Broke
-37A-
into the pits was to be closely marked to keep the course on an
existing road onto the dry lake bed. An arc-shaped lime barrier line
was placed across the lake bed to keep the spectators and pit crews out
of the way of the racers.
Compliance here was good. The arc-shaped barrier line,
coupled with alert course marshals, was effective in keeping people
out of the race route. All racers stayed in the existing road leading
onto the dry lake bed. No disturbance occurred to the cultural resources
in this area.
-38-
*3
9
COURSE
ROUTE
14
22
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>]
vi/
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V
N.
Wl^t^f^lM^f
34 ,-/
7.
// /
State Line Pit
Stops
>Vk
23
^Xiv
l_
**A. J |bm
J2733
24
/ I ACTUAL
course
tfot/rm
lyj <z_X:
/
J15
J
26
X
It
.41
35
\8M,
--4-X--
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>"
>
31
sfi
&Z 29
<
.32
Calk
V
V

Fiqure HE- 4
State Ling Pil
Stop
v^-*
AREA COVERED HERE WAS
280
ACRES. THE E.l.S.
7 ESTIMATE WAS SO
ACRES.
TTfer

8
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D
I
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a
D
One problem developed when racers who had missed their pit
crews doubled back to look for them, travelling head on toward other
racers. Perhaps having a designated corridor for racers doubling back
would correct this hazard.
The only known race-related fatality occurred here on Friday
afternoon prior to the race. Miss Bonnie Lou Phillips, the driver, was
killed in a dune buggy accident. Course marshals had reportedly warned
Miss Phillips a number of times concerning her high rate of speed and
while traveling she should have her seat belt fastened. All warnings
went unheeded.
SITE SPECIFIC MITIGATION 29: (ROACH LAKE RAILROAD CROSSING)
"Course will cross railroad right-of-way at existing crossing in
Section 4. Two course marshals will be provided to function as
flagmen."
The railroad itself posed no compliance problem and was adequately
controlled by the two flagmen present.
Compliance was not complete through a sharp
100 turn just
beyond the railroad crossing. About 5% of the first wave and 10% of
the second wave made a wide turn, increasing the area of influence.
The course in the turn was marked well and a flagman was present.
Excessive acceleration after the slowdown for the railroad crossing
undoubtedly contributed to the problem.
-40-
SITE SPECIFIC MITIGATION 30: (SHEEP MOUNTAIN SOUTH) "To avoid
course cutting and to reduce impact to resources, specific care will be
taken to mark and flag course well. A course marshal will be provided."
To adhere to this mitigation measure, a check point was
established where the course made a
90 left turn from the powerline
access road.
The stops for both waves of riders were orderly. Significant
widening of the course did occur in the acceleration area following
the stop at the check point. Less sure racers teetered and swerved in
attempts to regain forward motion resulting in some spills
.
SITE SPECIFIC MITIGATION 31: (S. JEAN LAKE) "Permittee will
provide at least one course marshal and closely mark and flag the course."
Through this cross country section, tall vegetation prevented
the effective use of lime. More use of yellow ribbon on the tops of
the vegetation would have provided a line-of-sight for racers to
follow and would have helped them to avoid weaving in search of lime
bags. Because the course was straight after the turn at site specific
mitigation point #30, the racers usually followed the existing tracks
rather than course cutting.
Access into this area was limited, and a BLM monitor was not
available to be stationed there throughout the race. Because of the
hazard involved in going into the area on the race course, Bureau
roving monitors did not get into the area until immediately following
the race.
41-
SITE SPECIFIC MITIGATION 32: (FRONTAGE ROAD CROSSING) (LAS
VEGAS BOULEVARD) "The permittee will provide warning markers and two
course marshals to function as flagmen."
Traffic was to be given the right-of-way and racers were to
be stopped.
The course marshals gave the racer the right-of-way and traffic
was stopped whenever a rider came through. Heavy traffic, most of which
was not race associated, traveling at a high speed (50 MPH plus) occurred
here. The traffic control was poorly coordinated and by late afternoon
became quite "lackadaisical." This often caused the motorist to not
know if the flagman was signaling a stop or go. The situation was
further complicated by the many non-racing minibikes speeding around
the area and up and down the highway, as well as by' the lack of off-highway
parking for race spectators. Spectators were forced to park half on and
half off of the highway, which restricted the flagman's vision and the
flow of traffic. No injuries occurred here.
SITE SPECIFIC MITIGATION 33: (COUNTY ROAD CROSSING) (SLOAN
ROAD CROSSING) "The permittee will provide warning markers and two
course marshals to function as flagmen."
Vehicle traffic on the road was to have the right-of-way. The
course marshals here again stopped highway traffic whenever a rider came
through.
-42-
Traffic here was light and most of it was associated with the
race. Course marshals were careful to ask spectators to park so as not
to restrict their view of traffic. No injuries occurred here.
SITE SPECIFIC MITIGATION 34: (FINISH) "The finish area will
be marked and flagged. Spectator, pit, and camping areas will be
designated. At least 6 course marshals will be provided. The spectator
parking access dirt routes will be watered an hour before and during
the arrival of spectators and as necessary to keep the soil moist and
free of dust during the period of occupation by spectators. Water will
be applied at the rate of 2,000 gallons per acre or more as determined
by BLM."
A quantiative analysis of the compliance at the finish area
is difficult to determine. The lack of a flag line funnel leading to
the finish chute caused some problems to early finishers. (BLM personnel
constructed a flag line after a "near miss" incident.) A large crowd
bunched around the finish chute and blocked the racers' view of the
finish chute, creating a hazard to those participants still racing
against each other. In one observed instance, an accident was avoided
only by a rider's skill in handling his motorcycle.
There was one traffic accident with injury in which traffic
congestion was undoubtedly a factor. A race participant who had just
finished the race was struck by a car while walking on the Blue Diamond-
Pahrump Highway at about 6:20 p.m. At that time, traffic was extremely
congested in the east-bound lane and nearly clear in the west-bound lane.
-43-
\ i
iKY/r/r.i'm /
Diiw ij
-O
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\ !
iDIi: Rjinchl
THE
AREA COVERED HERE
WAS 326
ACRES. THE
E./.S ESTIMATE WAS (oA-O
ACRES.
*,
// m ff"'- ";CWt'
k
i I
Figure
EI
"5
The Finish Area
.. ._ .-j. _u Warn Sjiriiirc-W L**
i
".A^rC^, It ir - p- ,,
s
^ .;.-. -
f'-v
}1>
iU.'' ,' '..^
J ; J
5 \ .Ranch j ]
ii s /s i

/ ^'r->l^
i '!
!
!''

/
'-'
I ,:
I"
+
i -\
.
J
.... .

/
1'"
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Finish 4
Camping
Area
/
44-
Cars were parked almost bumper to bumper along both sides of the
highway. A witness at the accident scene indicated that the pedestrian
was walking around a vehicle parked just off the edge of the roadway
when struck by an auto traveling west.
Club members directed traffic into the parking area from the
intersection of Blue Diamond-Pahrump Road only until the first finishers
arrived.
The parking signs constructed by the club were too small and
were ignored by most of the motorists when the traffic became
congested. Motorists also ignored the traffic barricades all along
the Blue Diamond-Pahrump Highway and parked along the roadway, often two
abreast.
At around 2:00 p.m., three motorcycle units of the Las Vegas
Metropolitan Police Department began to direct traffic. They continued
until after 6:00 p.m.
Traffic flow at the Blue Diamond-Pahrump Highway and Industrial
Road Intersection was counted two different times on race day.
1:00 p.m.
-
13 cars per minute (no traffic control present)
3:00 p.m.
-
20 cars per minute (traffic control present)
Pit racers were kept reasonably well in check during the
morning. After the large concentrations of finishers began arriving
it was impossible to keep track of all the motorcycles and riders
around the finish area. Other vehicles (spectators and pick-up crews)
-45-
trying to gain access to the immediate finish area were also kept in
check only until the race finishers began to arrive.
The water truck did not arrive until almost noon. One load
of water was sprinkled around the finish line and about the last 1/8 of
a mile of the course. This was effective in controlling the dust in
the immediate finish area.
The lack of any wind at all on race day made dust conditions
severe along the race course. The dust lay on and around the course
throughout the race, resembling a giant snake when viewed from a distance.
Because of. this lack of wind, the dust dissipated over a much smaller area
than had there been a wind blowing.
The first two finishers arrived simultaneously around 11:30 a.m.
with several other riders finishing shortly thereafter. The main bulk
of finishing riders did not start arriving until around 12:30 p.m. to
1:00 p.m. It was not until around 6:00 p.m. that the last of the 1,580
finishers arrived.
Litter and trash cleanup began as soon as the racing activity
subsided. The E.I.S. stated that compliance with this stipulation
required all trash and litter generated by the event at the start,
pits, finish, along the course, and in the camping and spectator areas
must be cleaned up. Compliance has been met in the start, pits, and
finish areas. Most of the course has also been cleaned up. Some ribbon
and course markers still remain on two small sections of the course.
The compliance bond will not be released until complete compliance has
been obtained.
-46-
Four items to implement finish mitigation measures that had
been agreed on by course captains prior to the race were overlooked or
done inadequately and are as follows
:
(1) The bunting, which was to be strung along the barricades
on the Blue Diamond-Pahrump Highway, was never put up.
e
(2)
The parking signs constructed were too small and too few
in number.
(3) The flag line funnel leading to the finish chute was not
constructed until during the race finish.
(4) The portable toilets were not placed in the appropriate
locations in relationship to the finish line and
concessions.
47-
IV. RESOURCE IMPACT
A. Impact on Soils
1. Objectives
The
immediate objective of the soil sampling procedure
was to determine the impact of the race on soils disturbed by the race.
In order to meet this objective, it was necessary to quantify the
physical properties of the various soil types that would be traversed
by the vehicles both before and after the event.
Soil properties described and measured include:
Soil profile horizons
Texture
Structure
Color
Consistency
% stones or desert pavement fragments
Reaction (pH)
Moisture content
Shear strength
Penetration factor
Bulk density
Long term objectives are twofold: (1)
to compare the
results obtained in the above examination with the properties of similar
soils in a relatively virgin and undisturbed condition; and (2)
to
determine the effects of normal weathering processes in restoring soil
48-
physical properties to soil surfaces and profiles altered by the actions of
vehicle events. These long term objectives will require periodic
sampling and monitoring of both undisturbed soil sites previously
unsampled and of those Environmental Sampling Plot (E.S.P.) soils
sampled and described in this report.
/
'
2. Methodology
The procedures used in determining the previously
itemized soil properties during the fore and after sampling periods
are identical to those procedures used in approved USDA Standard Soil
Survey Techniques. Soils were identified to the Series or Series
Association level of taxonomy where possible. Textures, relative
quantities of sand, silt, and clay, were identified by visual obser-
vation and feel in each horizon of the profile. Structure in terms
of single grain, crumb, vesicular, platy, columnar, etc., was similarly
identified. Color determinations of horizons were made with the use of
the Munsell Soil Color Handbook. Consistency in terms of standard soil
descriptive terminology such as soft, floury, harsh, plastic, etc.,
were determined by feel and visual observation in line with manualized
procedures. Percent stones or desert pavement fragments were estimated
by visual observation of each soil horizon. Reactions (pH) were made
with the use of the Helig Soil pH kit. Moisture content of soil
horizons was estimated in the field. Shear strength and penetration
factors were determined in the field on soil surfaces and horizons
with the use of accepted shear strength and penetration instruments.
Bulk density samples, weight per volume, were collected at each E.S.P.
-49-
site and analyses were made at a commercial soil laboratory. Where
surface gravels were present, one foot square samples were collected
and submitted for laboratory analysis. Recordings of the data at each
E.S.P. site were made on BLM Form 7310-9. These completed forms are on
file.
Analyses of the above properties, taken before and after
the race, individually and collectively,
indicate whether the various
soils had been altered as a result of the race and to what extent.
One significant natural event that may have further
altered the post race soil condition was the occurrence of an unseasonal
rainfall over the entire course. Approximately one week had elapsed
after the rain before the second set of samples were made. A number
of the "post race" samples evidenced crusting and slight surface
cementing as might be expected. It is not known to what degree the
rain and subsequent drying influenced the physical soil properties.
It would appear safe to assume that bulk densities, shear strength,
and penetration factors would be slightly increased, at least in the
surface horizons, due to compacting action of the raindrops on the soil.
3. Findings
a. Bulk Density and Gravel Sample Analysis - Two-thirds
of the comparison samples taken "after" the race indicated compaction
occurred, although the amount of compaction doesn't appear to have
appreciated greatly above that existing on the course prior to this
year ' s event
.
-50-
I
The MA (Mojave-Adelanto) and RP (Rosamond-Playa) associa-
tions were evenly separated between compaction and soil structure
breakdown.
Nine of eleven sample plots of the AC (Anthony-Cajon-Arizo)
association indicated compaction occurred.
A few of the plots indicated soil structure breakdown
occurred. Some of these were situated in very sandy, loose soil structure
sites (Nos.
1, 2, and 12), or at a course turning point (No. 11). Some
were at high vehicle concentration points where the race track path was
narrowed to approximately five feet wide (Nos. 4, 12, 22, and 24).
However, the same was true of some plots that were compacted (Nos. 8, 11A,
12, 16, 18, 21, 22, and 23). Possibly specific soil structures could
account for these differences.
The most evident occurrence was compaction, throughout
all soil associations.
=51-
I
MA. (Mojave-Adelanto)
1 + .1230
*
1A
2
3
,0746 very sandy site
RP (Rosamond-Playa)
Table IV-A-1
Bulk Density Analysis by Soil Associations
AC (Anthony-Cajon-Arizo)
9 + .1476
10 + .1184
11
-
.0769 turning point, very sandy
11A + .1638
12
-
.0519 narrow wash site
-
tracks concentrated
13
*
16 + .3287
17 + .2891
+ .3242
4
-
.0660 tight soil
-
tracks
concentrated
7 + .3129
8 + .0064
20
-
.0296
21 + .0532
24
-
.1471 tracks concentrated
18
23 + .2402
25 + .5988
26 + .9681
AD (Arizo-Daggett)
5 + .3020
6
*
CJ (Cajon)
)
omitted
DU (Duneland
)
GR (Rockland)
14
*
15
*
19
*
22 - .0741 Beer Bottle Pass
-
tracks
very concentrated in
narrow wash
+ represents soil compation occurred
-
represents soil structure breakdown occurred
*
no bulk density analysis made
-52-
Bulk Density by E.S.P. Site and Surface Gravel Weights
Bulk Density
-
grams
cc
Plot Soil
Assoc
Soil Samples
Va No. Before After riation
1 ma 1.4770 1.6000 + .1230
1A MA X 2.1703
2 MA 1.8000 1.7254
-
.0746
3

MA 1.9848 X
4 RP 1.5371 1.4711
-
.0660
5 AD 1.5371 1.8391 + .3020
6 AD X X
7 RP 1.4054 1.7183 + .3129
8 RP 1.3945 1.4009 + .0064
9 AC 1.9981 2.1457 + .1476
10 AC 1.9229 2.0413 + .1184
11 AC 1.7787 1.7018
-
.0769
11A AC 1.6139 1.7777 + .1638
12 AC 2.1239 2.0720
-
.0519
13 AC X X
14 GR 1.6737 X
15 GR 1,9000 X
16 AC 1.8931 2.2218
!-
.3287
17 AC 1.9259 2.2150 + .2891
18 AC 1.8241 2.1483 + .3242
19 GR 1.9116 X
20 RP 1.7046 1.6750
-
.0296
21 RP 1.6562 1.7094 + .0532
22 GR 2.0377 1.9636
-
.0741
23 AC 1.7116 1.9518
-:-
.2402
24 RP 1.5671 1.4200
-
.1471
25 AC 1.1731 1.7719 + .5988
26 AC 1.2187 2.1868 + .9681
Gravel
Before
Samples
After
grams/sq.f t.
Difference
213
X
X
X
X (same)
X
X
no change
gravels displaced
sandy
X
rock791
X
1076 + 285
X X

X X

Sandy-scattered gravel cover
same as 1
Sandy site
No comparison pit made
Sealed surface. Very tight soil
Desert pvmt. Gravels to coarse
same as 5
Sandy-surface caked-crusted-
E. Cronese Dry Lake
Surface cracked appearance-
clods. W. Cronese Dry Lake
Sandy site w/large stones
Sandy site-gravel covered
Sandy site-gravel covered
Sandy site-dry lake site-
E. Soda Lake
Sandy wash-gravels
same as 12
No comparison pit made
No comparison pit made
Gravels displaced completely
from trail area
Sandy wash no gravels
Sandy wash-scattered gravels
No comparison pit made
Ivanpah Lake-caked surface-
tight soil
Sandy site-Roach Dry Lake
Sandy wash-gravel covered
-
Beer Bottle Pass
Sandy wash-gravel covered
Sandy-very fine-Jean Dry Lake
Surface churned and appears
cemented
same as 25
574 793
613 745
172
X X
1547 405
X X
490 X (same)
328 X (same)
1632
X X
615 371
362 X
X X
X X
1042 928
155 428
X X
1187
+ 219
+ 132
- 172
1142
no disturbance
no disturbance
- 1632
- 244
no disturbance
562
- 114
+ 273
- 1187
- 562
I
^^HB^n
b. Shear Strength Analysis
-
The most signficant shear
strength variations between "Before" and "After Race" appear predominantly
in the RP (Rosamond-Playa) Associations. These sites are on dry lake beds.
Two exceptions were on the AC (Anthony-Cajon-Arizo)
Associations. Site No. 9 was in a sedimentation area of a prominent
drainage (very similar to a dry lake situation), and Site No. 11A was
adjacent to a dry lake. This last site was located near the boundary
line between the RP and AC Associations
-
and could be on RP soil
-
hence similar shear strength characteristics.
The variations reflected indicated compaction
occurred on the dry lake beds finely textured soils from the surface
to depths of 12"+. These soils are very tight with hard, smooth surfaces.
Some of the soil surfaces appeared cemented after
the race. This could be an effect caused by the rain right after the
race. It is not known if higher readings at these sites are due
entirely to the race impact or partially by the compaction and solution
caused by rain.
-54-
Shear Strength Analysis
Plot
i
m
Surface - 6" 6" - 12" 12" +
Before After Before After Before After Before After
1 MA
.32 .15 .13
1A MA .05
-
.17
- .40
-
2 MA
3 MA o
- .02
- -
4 'RP 3.6 2.5 4.0 2.5 3.0 4.0

5 AD .1 .12 .1 .28 .17 .25
6 AD
_ - - - ""*
7 RP .1 2.0 .015 .54 .33 1.0 .95
8 RP .1 2.0 .09 2.4 .27 4.0
"
9 AC .12 1.0 .14 1.5
- - -
10 AC .02 .0 .05 .15 .04 .20
-
11 AC .0 .0 .18 .12 .12 .10

11A AC .8 1.0 .52 3.2 .18 4.7

12 AC .12 .20 .11 .45 .18 .15 .22
13 AC
- - - " """
14 GR .13
- .1
- .6
" .2
15 GR .15
- .25
- - ~
16 AC .49 .35 .18 .43 .57 .40
17 AC .5 .0 .55 .03 .2 .15 .3
18 AC .03 .0 .03 .12 .37 .20
"~
19 GR .28
- .18
- .31

21
20 RP 1.0 .6 .37 .57 .35 .62
"
21 RP .02 .05 1.2 .15 7.5 .40

22 GR .18 .45 .1 .15 .14 .15

23 AC .01 .0 .09 .0 .1 .05
"
24 RP .37 .04 .07 .10 .25 .35

25 AC .16 .40 .14 .20 .24 .25

26 AC .2 .4 .22 .32 .18 .25

.30
.55
.25
.17
Ave. B-l & B-2 for 6-12". Moisture to
2".
A-l & B-l Ave. for
0-6".
No before comparison. Surface churned extensively.
Very sandy site - moisture to 4V
No after comparison
Surface appears cemented
In hard rock. Moisture to
3"
Same as 5. No sample taken
A-ll & A-12 Ave. for 0-6". Surface caked, crusted, cemented appearance
Surface cracked, hard clods, sandy site w/large stones-very loose.
Ave. A-ll & A-12 for 0-6".
Moisture to
6"
Moisture to 12". A-l & B-l ave. for 0-6". Surface churned up.
Moisture to 10".
Moisture to 3". Soil very tight-appears cemented.
Surface to
6" very tight - appears cemented.
Same soil type as 12 - no samples taken
No comparison sample taken
u
No comparison sample taken. A-ll & A-12 ave. for 0-6 .
Moisture to 10". A-l & C-l ave. for 0-6". Surface
very sandy
- churned up.
Moisture all way down. Ave. A-l & B-l for 0-6 .
Moisture to 7".
No comparison samples taken. Surface crusted, caked very hard.
Moisture to 5". Course churned up after.
H
Moisture to
9".
Moisture to 16"+. Very loose surface.

to 18"+. Soil very fine - siltlike.

M
Surface churned and crusted. <
Moisture
Moisture to
6".
Moisture to 6".
Moisture down to
8".
Surface churned - cemented.
c. Penetration Analysis - Variations in this factor
appeared predominantly in the RP (Rosamond-Playa) and AC (Anthony-
Cajon-Arizo) Associations.
RP Rosamond-Playa Association -
These soils are
on dry lake beds. Penetration readings on these soils indicate that
compaction occurred nearly uniformly. The
0-6"
reading for Plot No. 20
is an exception, for which there is no apparent explanation. Plot
No. 24 was the other exception. This site is on the edge of Jean Dry
Lake, which did not have the hard, smooth surface. After the race the
soil was very churned up and loose, resulting in a very fine, silt-like
soil, and a reduced penetration reading.
AC Anthony-Caj on-Arizo Association -
Penetration
readings on these soils were predominantly higher after the race,
indicating compaction occurred from the surface to depths of 12"+.
These are sandy soils on nearly level to sloping
fans. A question arises "why the higher surface readings on sandy
soils?" A probable answer is the binding, cementing effect caused by
the rain that occurred desert-wide shortly after the race. These
soils exhibited a crusting, cementing surface appearance at most plot
sites, and especially so at Plots Nos. 25 and 26.
Lower penetration readings were found at Plots
Nos. 11 and 26. No. 11 was a very sandy site at a sharp turning
point. Possibly the pressures exerted at this point were more
-56-
diagonal to ground surface, rather than vertical, which could have
caused a breakdown of soil structure rather than compaction.
Site No. 26 was at the end of the race course.
Possibly the intense traffic milling and turning caused soil structure
breakdown rather than compaction.
Once again, as in surface readings of shear strength,
some of the sites had a cemented surface appearance. It is not known if
higher surface readings after the race is due to wheel impact or the rain.
n
-57-
Penetration Analysis
Plot Surface
0-6" 6- L2" 12"+
No. Before After Before After Before After Before After
1 MA .2 .0 .1 .0 2.65 3.5 4.2 4.5
1A MA
-
.7
- - 1.2
-
4.5+
-
4.5
2 MA .4 .0 .15 .3 .5 .6
- -
3 MA .3
-
.1
-
.2
-
1.0
-
4 RP 3.6 3.4 3.0 3.5 4.5+ 4.5+
- -
5
AD .1 1.2 1.2 1.2 3.5 2.7 4.5+ 4.5+
6 AD
7 RP .3 .27 .15 1.6 2.5 4.5+
- -
8 RP .7 1.0 .7 1.9 4.5+ 4.5+
- -
9 AC 1.0 2.5 4.5+ 4.5
10 AC .6 .5 .25 1.15 1.7 4.5+
11 AC .5 .7 2.9 .65 3.4 .7
11A AC 4.5+ 4.5+ 4.5+ 4.5+ 4.5+ 4.5+
12 AC 2.2 4.5 .2 4.5+ .75 1.5 1.1 3.0
13 AC
- - - - - - - -
1 14 GR .7
-
2.0
-
.7
-
1.3
-
CO 15 GR 1.1
-
1.5
- - - - -
1
16 AC 3.6 4.5+ 3.3 4.3 4.0 4.25
- -
IV AC .7 .0 .65 .8 .8 1.5 1.0 3.0
10 AC .7 4.5 .45 2.1 1.1 4.5
- -
19 GR 2.6
-
.4
-
2.0
-
3.3
-
20 RP 4.5+ 4.5+ 4.5+ 2.5 4.5+ 4.5+
- -
21 RP .3 1.0 .9 .7 4.5+ 4.5+
- -
22 GR 2.2 2.0 .6 1.5 1.5 1.7
- -
23 AC .9 .0 .1 .5 .8 .7
- -
24 RP 2.8 .2 .75 .5 4.0 3.5
- -
25 AC .8 3.7 .14 4.5 3.25 3.0
- -
26 AC 1.2 4.5+ 1.0 .7 4.5+ 2.0
- -
Ave. B-l and B-2 for 6-12".
Ave. A-l and B-l for 0-6".
Ave. A-ll and A-12 for 0-6".
No after comparison.
Very tight soil.
Hard rock.
Same as 5 - no comparison taken.
Ave. A-ll and A-12 for 0-6".
Ave. A-ll and A-12 for 0-6".
Sandy loam.
Sand.
Ave. A-l and B-l for 0-6". Gravelly loam.
Soil very tight.
Same as 12 - no comparison taken.
Roadway - no comparison taken.
Roadway - no comparison taken.
Ave. A-ll and A-12 for 0-6".
Ave. A-l and C-l for 0-6".
Ave. A-l and B-l for 0-6".
Roadway - no comparison taken.
Beer Bottle Pass - intensely concentrated point
up a very narrow wash area.
Fine sand - no horizon breaks.
Soil very fine - silt-like. I
Penetration Analysis Table IV-A-5
by E.S.P. Site and Soil Association
RP (Rosamond-Playa) Association
Plot
No. Surface
0-6" 6-12"
7
.15-1.6 2.5-4.5+
8 . .7-1.0 .7-1.9
20 4 .5+-2.5
21
.3-1.0
24 2.8- .2
AC (Anthony-Cajon-Arizo) Association
Plot
No. Surface
0-6" 6-12"
9
1.0-2.5
10
.25-1.15 1.7-4.5+
11 2.9
-
.65 3.4- .7
12 2.2-4.5 .2 -4.5+ .75-1.5
16 3.6-4.5+ 3.3-4.3
'
17
.8-1.5
18 .7-4.5 .45-2.1 1.1-4.5
25 .8-3.7 .14-4.5
'
26 1.2-4.5+ 1.0- .7 4.5+-2.0
12"+
1.1-3.0
1.0-3.0
59-
d. Soil Association Analysis
Soil Associations Represented: No. of Sample Plots Each
AC (Anthony-Cajon-Arizo) 12
AD (Arizo-Daggett) 2
CJ (Cajon)
DU (Duneland)
GR (Rockland) 4
MA (Mojave-Adelanto) 3
RP (Rosamond-Playa)
_6
27
Plot No. 3 was intended to be in the CJ
Association, but was erroneously located in the MA Association.
Consequently, no CJ sample was taken.
Only a very small portion of the DU Association
was affected by the race course. No sample plot was taken.
-60-
MA MOJAVE-ADELANTO ASSOCIATION
These soils were located at the beginning portion of the race course
(Plots Nos.
1,
1A, 2, and 3). Analysis by plot is as follows:
Plot No. 1
-
Compacted slightly, with very little gravel dis-
placement. Increased vehicle tracks over a widely dispersed area.
This site is behind the race start line (west).
Plot No. 1A
-
Readings for this site were taken after the race
-
no before sample was taken. This site, approximately 300 yards in
front of the race start line, is similar to No. 1. Comparison of
"after race" results show Site No. 1A having higher shear strength and
penetrometer readings than Site No. 1. The tracks here were concentrated
in 6-foot wide paths.
Plot No. 2
-
Located on a small sandy hill. The surface was
churned up extensively. Soil structure breakdown occurred here.
Plot No. 3
-
This site is south of the powerline road on the
south edge of the start area triangle. No cycle tracks crossed this
site. They apparently stayed on the road, and north of it, and
converged onto the narrower race course beyond this point. No
comparison sample was taken. The "before race" readings of this site
are very similar to Site No. 2.
61-
Both compaction and soil structure breakdown occurred in this soil
association. Compaction occurred on Sites Nos. 1 and 1A, which were of
a tighter soil structure than No. 2. Site No. 2 was a sandy, loose
structured soil on a low sandy hill about 350 yards in front of the
race start line. Readings at this point, after the race, indicated
further soil breakdown had occurred although the variation does not
appear to be very much.
Site No. 3 was not impacted.
RP ROSAMOND-PLAYA ASSOCIATION
These soils are representative of the dry lake beds crossed by the race
course. They include Plots Nos. 4, 7, 8, 20, 21, and 24.
Plots Nos. 4, 20, and 24 showed slight soil structure breakdown,
whereas Nos. 7, 8, and 21 show compaction occurred.
The penetration readings showed more significant changes on these
soils than the other factors. Compaction occurred predominantly from
surface to
6"
depths. Sites Nos. 4 and 24 showed a soil structure
breakdown, but only slightly. The "after race" readings for these sites
were taken at high vehicle traffic concentration points which probably
caused the breakdowns because of the intense pounding effects (race
track course 5 feet to 6 feet wide). Site No. 24 was on the edge of
Jean Dry Lake, where the soil was of a looser structure than that out
further in the lake bed. Site No. 20 shows a variation in the
0"
to
6"
area, but none on the surface. There is no apparent explanation for
this, except possibly an incorrect reading
taken.
-62=
AD ARIZO-DAGGETT ASSOCIATION
These are gravelly, sandy soils found on nearly level to sloping fans
and low terraces. They represent a minor portion of the race course.
Only two sample plots were established on this soil association.
Plots Nos. 5 and 6 were established on the sloping fan west from
West Cronese Lake. Since the two sites were close together and on
similar soils, only one "after race" comparison plot was made. Plot
No. 5 indicated compaction occurred. Approximately 3/4 of the surface
gravel cover was removed (displaced)
.
This particular plot site was a very tight soil with rock inclusions,
Test results showed compaction occurred at a higher than average degree.
Also, the "after race" penetration test of soil surface was much
higher than before, but it isn't known if this is due to motorcycle
impact or to the rain that came right after the race.
GR ROCKLAND ASSOCIATION
These granitic outcrop soils were found in upland areas. The race
course over these soils was mostly on existing roadways.
Plots Nos. 14, 15, and 19. These sites were roadways that the
racers used for the race course. It was felt that too much danger to
race participants would be created by digging sample plot pits in
these roadways, and that the impact on the already highly compacted
roadways wouldn't be enough to warrent creating a dangerous condition
to race participants.
-63=
Plot No. 20 was in a narrow, rocky wash which channeled the
vehicle traffic into a very high concentration of race track,
approximately 10 feet wide. Only slight compaction occurred here.
Test results indicated very slight compaction occurred, and that
little or no other impact changes occurred on these soils.
AC ANTHONY-CAJON-ARIZO ASSOCIATION
These are sandy to gravelly alluvium soils, found on nearly level
to sloping fans. Most of the race course was on these soils.
Analysis of Plots Nos.
9, 10, 11A, 16, 17, 18, 23, 25, and 26
showed that compaction occurred. Soil structure breakdown occurred
at Plots Nos. 11 and 12.
Plot No. 9 was a sandy site with nearly solid gravel cover
(gravels from small pebbles to stones of 2 to
3"
diameter), situated
on a sedimentation bench of a drainageway. Compaction occurred here.
Also, there was an increase of surface gravels and stone cover.
Since compaction occurred here, the increased gravels could be due
primarily to the scattering effect by racers. This site is at a
turning point of the race course, which would contribute to gravel
displacement occurring -
decreased at some points, increased at others,
The increase does not appear to be the result of churning action at
this point.
64-
Plot No. 10
-
This sandy site is covered with surface gravel.
Compaction occurred here. Surface gravel cover increased, apparently
due to displacement and scattering action by racers.
Plot No. 11
-
This is a very sandy site with moderate surface gravel
cover. Soil structure breakdown occurred here. This site is situated
at the bottom of a small sand dune, which the racers came down, and at
a sharp turning point of the race course. An assumption for soil
structure breakdown here could be that at this turning point the pressures
exerted by the racers was at a diagonal angle to ground surface, rather
than vertical, which caused soil structure breakdown rather than
compaction. Also, the surface gravel cover was completely removed
(displaced) over the complete width (approximately 50 feet) of the turning
point, and the surface was churned up extensively.
Plot No. 11A
-
This is a site of tight soil at the edge of a small
playa (east side of Soda Dry Lake). Compaction occurred here. The
surface had a cemented appearance.
Plot No. 12
-
This was the only other AC soil site that indicated
soil structure breakdown occurred. This site, situated in a narrow,
sandy wash, had a moderate surface gravel cover. At this point the
race course narrowed down into this wash to approximately a 10-foot width.
Possibly the intense concentration of vehicle traffic had a pounding
effect caused soil structure breakdown rather than compaction.
Surface gravel displacement was extensive at this site.
65-
Plot No.
13
-
Similar to No. 12, no samples taken.
Plot No.
16
- This site was at a pit area. Compaction occurred, and
there was complete
displacement (removal) of surface gravels on the
narrow race course path just adjacent to the pit area.
Plot No.
17
-
A sandy wash site. Compaction occurred.
Plot No. 18 - Another highly concentrated vehicle traffic point
where race course followed a narrow wash
(6 feet wide+) . Test results
indicated higher than average compaction occurred here.
Plot No. 23 - Very sandy, narrow wash (10 feet
+) , very loose soil
structure with surface gravel cover extensive. Compaction occurred and
surface gravel increased. Two possibilities for this are:
(1) churned up from below surface, and/or
(2) drift downhill.
This site is on a sloping fan of approximately
5% grade.
Plot No. 25
-
Compaction was much higher than average. Surface
gravel displacement from the concentrated track paths was complete at
this point. Surface was highly churned up, crusted, and appeared
cemented
.
Plot No. 26 - Located at the finish of race course; test results
indicated this site as being the most compacted of all sites. All
surface gravels were displaced (removed) from the concentrated race
course tracks. Surface was highly churned up, crusted, and appeared cemented.
-66-
These AC soils showed wider variation results than the others. Nine
of eleven plots indicated compaction occurred. Soil structures varied
from fine sand to gravelly loam, with surface gravel cover ranging from
sparse to dense. Surface gravel cover "after race" indicated from small
increases to complete removal occurred.
CJ CAJON ASSOCIATION
Approximately 5 miles of the race course crossed this soil association.
Plot No. 3 was intended to be in this soil association, but was
erroneously located in the MA association, hence no sample plot was
taken in this association.
DU DUNELAND ASSOCIATION
The race course missed most of the Duneland Association. It barely
touched the edge of one such area near the south edge of East Cronese
Lake. This was inadvertently overlooked when the ESP plot sites were
established and, consequently, no plot sample was taken in this
association.
-67
=
B. Impact on Vegetation
1. Objective
The short-term objective of the vegetation plot analysis
was to determine the immediate effects caused by the race on the desert
plants.
Long-term objectives are (1) to determine subsequent trend
data, i.e., re-establishment of seedlings, both annuals and perennials,
(2)
to determine re-sprouting, recoverability and growth rates, and
(3)
to provide vegetation condition trend data for relating to wildlife
population trends.
Data requirements for these long-term objectives will
include plant population and composition information; information
concerning invasions by exotic plants; and comparison data from undisturb-
ed areas
.
2. Methodology
The vegetation analysis is based on photographs taken
at a series of Environmental Sample Photo (ESP) Plots before and after
the race. Base line photographs were taken November 11-15, 1974 and
the post race set, December 9-13, 1974.
As previously described, the ESP photos consisted of a
360 degree series of colored photographs taken with a 35mm camera, 4.5
feet off the ground on a levelled tripod with a panoramic head. Plot
selection was based on many different resource factors. For vegetation
sampling, at least one representative site was established in each of
the 13 vegetation sub-types with further stratification by vegetation
68-
density, soil types and topographic aspect. Twenty-six ESP sites
were photographed. Follow-up photographs and measurements will be
necessary this spring and fall, 1975, to document re-establishment of
annuals and growth rates of the perennial vegetation.
Of the 26 ESP sites, 10 are valid in determining effects on
vegetation. The other 16 sites were:
(1)
missed by the race and
received no use;
(2)
located along existing roads with no vegetation;
(3)
located on bare playa areas with no perennial vegetation.
Comparison plots on adjacent undisturbed areas may be necessary
to depict what the natural vegetation was before any racing disturbance
took place. The total effect of the damage to the vegetation
due to race participants and spectators from the 1974 race is difficult
to assess because of damage caused by races in preceding years.
The following information can be developed from the ESP sites:
1. Species of perennial plants.
2. Various degrees of vegetation damage, i.e., removed,
completely crushed, partly crushed and burned plants
can be tabulated.
3. Size of vegetation.
4. Species of annual plants with some ground truthing.
5. Number of plants per plot.
6. Plant spacing.
7. Growth rates, resprouting, establishment of new
plants.
69-
I
3. Findings
The following is a site by site review of the ESP findings:
ESP # 1
-
West and behind of the start area (a creosote
bush association). Impact was slight. Four out of 27 plants within
the plot were damaged.
ESP # 2
-
Start area for 2nd wave (a creosote bush associa-
tion) . 30 out of 146 plants on the plot were damaged. One creosote
plant from about 300 feet south of the plot was aged to determine
productivity of the area. The ring count averaged 29 rings per inch
indicating a moderate growth site.
ESP # 3
-
Southeast of start area. Racers missed this
plot. No vegetation damage.
ESP # 4
-
Crucifixion Thorn area. Some motorcycle tracks
came right through the plot, rather than around it as planned. Some
Mormon Tea in the vicinity of the plot was heavily crushed, however,
it looks as though the plants will probably resprout.
ESP # 5
-
West of West Cronese Lake on an up slope. Some
tracks crossed this site. The vegetation in this area was already
sparse and consequently very little of it appears hit. The creosote
bushes that were hit appear to be only damaged and may resprout.
ESP # 6
-
West of West Cronese Lake on a down slope
(
a
creosote bush association). 1 plant out of 28 was damaged. Area had
large rocks along with the shrubs that tended to concentrate the riders
between the plants.
ESP # 7
-
West edge of West Cronese Lake. Racers missed
the plot. No vegetation damage.
70-
ESP # 8
-
North Edge of East Cronese Lake. Alkali sink
area with dense 18 inch high shrubs. Racers concentrated to a 15
foot wide course with only a few participants outside the area. 48
out of 181 plants were damaged. The area of influence was increased
in this area.
ESP # 9
-
East of mouth of Afton Canyon. Racers stayed
on designated road. No vegetation damage.
ESP #10
-
East of Rasor Pits. Course missed plot. The
little vegetation present was undamaged.
ESP #11
-
West shoreline of Soda Lake (sand humock) . Damage
to perennial vegetation was difficult to measure because of the density
of plants in mesquite thickets. Annual seedlings were absent in the
fresh motorcycle tracks, however they are numerous away from the track.
ESP #12
-
Narrow wash. Just prior to the plot, several
bushes about 2 feet tall and as broad, have been hit directly. Of
these the stink weed and ephedra have been uprooted. No impact on
vegetation occured within the plot.
ESP #13
-
Turquoise Mtn. Road crossing -
Cheesebush Wash.
3 out of 103 plants were damaged. Annual seedlings had been eliminated
in the motorcycle tracks. Large brush, up to 10 feet tall, tended
to concentrate vehicles between them.
ESP #14 & 15
-
Bull Spring Wash Road. Racers did not
stray from designated road. No vegetation damage.
ESP #16
- Valley Wells Pit Stop. Course and pit area
missed plot. No vegetation damage.
71-
ESP #17
- Shadow Valley Wash (acacia-rabbitbrush associa-
tion) . This was a wide, desert wash and the majority of the racers
missed where the plot was established. No vegetation damage occured.
ESP #18
-
East of Shadow Valley Road crossing. Wash
area. Racers crossed areas of the wash where vegetation did not occur.
ESP #19
-
Keany Pass Dirt Road. Racers stayed on designated
road. No vegetation present.
ESP #20
-
State Line Pits. Lake Playa
- no vegetation
present.
ESP #21
-
Roach Lake. 2 plants out of 65 on the plot were
damaged.
ESP #22
-
West of Beer Bottle Pass. Course confined to
narrow wash. 1 plant out of 114 along the wash within the plot was
damaged.
ESP #23
-
East of Beer Bottle Pass. Racers stayed in
wash area. No vegetation was present.
ESP #24
-
Jean Lake. Last year's Russian thistle litter
crushed and dispersed.
ESP #25
-
West of finish (Open creosote - up to 18 inches
high). 2 out of 176 plants damaged.
ESP #26
-
Finish area (creosote type) . 130 out of 170 plants
damaged. Impact on area was so severe it took over one-half hour to re-
locate ESP plot center post.
Initial summary findings:
-
Heavy impact on vegetation in parking areas.
72-
- Large shrubs tended to concentrate racers between them.
- Seedlings that had germinated before the disturbance
were eliminated, in the area of impact or tracking.
- Confinement of racers to existing roads, trails,
barren washes and playa has the least impact on vegeta-
tion.
- Small plants are more susceptible to damage than large
plants.
Vegetation plot analysis should be repeated during the spring and
again in the later summer or winter months to determine site recovera-
bility and impact on annual vegetation.
Plots 1, 2, 8, 11, 11A, 13, 21, 22, 25 and 26 need to be
sampled during annual flowering time, Spring 1975. Other plots should
be checked for effects on annual vegetation.
-73-
* Not counted, as vehicle caused no
vegetation damage or plot was out-
sideofcoursearea
Table B-l
IMPACT ON VEGETATION AT E.S.P. PLOTS
WITHIN 50 FOOT RADIUS VIEW
ESP
'lot # Plant Association
Topographic
Configuration
Total
Perennial
Plants/Plot
Total
Damaged or
Removed Plants
7. Plants
Damaged or
Removed Remarks
1 Creosote bush Low sandy hill 27 4 15%
2 Creosote bush Bajada - gentle
slope 146 30 207. Start area - 2nd wave onlv - new area
3 Cheese bush Wash
*
0. Course missed plot
4 Crucifixion thorn PI aya
*
Outside of main race course
5 Creosote bush Bajada - gentle
up slope
*
To side of course
6 Creosote bush Bajada - gentle
down slope 28 1 47. In center of course
7 Alkali sink Playa
*
Plot on previous year's course only
8 Alkali sink Playa 181 48 277. Dense 18" high shrubs - new area
9 Desert willow Wash/road
*
Little vegetation on rough road
10 Creosote bush Gentle down slope
*
Course mostly missed plot because of
overextending of pit area
11 Alkali sink w/
Hesquite Sand humock 1 ? Almost impossible to count because of
mesquite thicket
11A Creosote bush Bajada - steeper
up slope 54 11 207. 100 feet from playa
12 Desert almond Wash
*
Narrow wash
13 Cheese bush Wash 103 3 37.
14 Joshua tree, Mojave
yucca, cactus Up slope road
*
Stayed on road
15 Joshua tree, Mojave
yucca, cactus Up slope road
*
Stayed on road
16 Creosote bush Flats
*
Course and pit missed plot
17 Acacia - Black-band-
ed rabbit brush Wash
&
Missed plot
18 Creosote bush Wash
* Confined to narrow wash
19 Black brush - yucca Road
* Stayed on road
20 Alkali sink - bare Playa No vegetation
21 Alkali sink - lake
edge Playa 65 2 37. Course 25' wide
22 Joshua tree, Mojave
yucca, cactus Wash 114 1 17. Confined to narrow wash
23 Creosote bush Down Slope
-
bajada & wash
*
Confined to two washes
24 Alkali sink - lake Playa
* Crushed Russian thistle litter
25 Creosote bush Gentle side slope 176 2 17.
26 Creosote bush Flats 170 130 767. Heavy use, parking area
td >
l W
R
M
<
n
I
l
l
I
C. Impact on Wildlife
1. Objective
The E.I.S. predicted two basic types of impacts on wild-
life populations from the motorcycle event and related vehicle use.
First, there would be losses to the animal population at the time of
the event due to direct mortality; and second, there would be long-
term losses from degradation and destruction of wildlife habitat. To
test these predictions, a study was designed with the following objectives:
a. To determine immediate changes in small mammal popula-
tions resulting from the race.
b. To determine the long-term effects on habitat modifica-
tions on small mammal populations.
2. Methodology
Two study sites were chosen in the vicinity of the start
of the Barstow-Las Vegas Race. These sites are located approximately
11.5 miles north and 22.5 miles east of Barstow, San Bernardino County,
elevation 1,960 feet (T. 11 N., R. 3 E., Sec. 24). The marker for
Environmental Sampling Plot No. 2 (ESP) was in the northeast corner of
Study Site I. Study Site II was immediately south and adjacent to Site
I. The two plots covered 7.4 acres (3 hectares).
Study Sites I and II contained two basic habitat types;
one type, a small rise of wind-blown sand, has a vegetative cover of
creosote bush
(
Larrea tridentata
)
galleta grass
(
Hilaria rigida
) ,
some
burrobush (
Ambrosia dumosa),
and the skeletons of at least two species
of evening primpse
(
Camissonia clavaeformis ,
Oenothera deltoides ) .
The
second habitat type, on the flats, was predominantly of burrobush-
-75-
BMBMBUga
i'mriMHI
B
1^
'
creosote bush, with a trace of turtleback (
Psathyrotes ramosissima
)
and desert straw
(
Stephanomeria pauciflora)
.
Both study sites had been on the course of previous Barstow-
Las Vegas Races. It is not known how many years the course traversed
the two study sites. Vehicle tracks were evident throughout both plots
and there were numerous dead shrubs. There was evidence of loss of
several species, such as cheese bush (
Hymenoclea salsola
) ,
Nevada
joint fir
(
Ephedra Nevadensis
)
, white ratany (
Krameria Grayi
) ,
and
Anderson thornbush (
Lycium Andersoni
)
, both from the litter and from
lesser disturbed sites in the vicinity. Therefore, it can be assumed
that the study plots had sustained some damage to vegetation and to
the soil mantle prior to the race, the extent of which was unknown.
There are several species of small mammals that should
occur at the site. The following list of probable species is based
upon literature reviews, distributional maps, habitat preferences,
and previous trapping experience (Hall and Kelson, 1959; Berry pers.
commun.; Lester, pers. commun.):
Round-tailed ground squirrel
Antelope ground squirrel
Desert Kangaroo rat
Merriam Kangaroo rat
Long-tailed pocket mouse
Little pocket mouse
Canyon mouse
Deer mouse
Grasshopper mouse
Spermophilus tereticaudus
Ammo
s
permophi lus leucurus
Dipodomys deserti
Dipodomys merriami
Perognathus formosus
Perognathus longimembris
Peromyscus crinitus
Peromyscus manicultatus
Onychomys torridus
76-
There are other species that may also occur, but their
presence is unlikely:
Desert woodrat Neotoma lepida
Mojave ground squirrel
Spermophilus mojavensis
The wood rat requires either extensive piles of litter and/
or rocks. The geographic range of the Mojave ground squirrel is not
well defined. The nearest localities occur at least 30 miles to the
west,
Pre-race trapping consisted of five hundred Sherman live
traps placed in 10 lines of 50 traps each at Site I for three consecutive
days from November 21 through November 23, for a total of 1,500
trap
nights . Traps were set 6 yards apart. All traps were then moved to
the adjoining Site II, again placed in 10 lines of 50 traps each for
3 nights, from November 24 through November 26, for a total of 1,500
trap nights. Pre-race trapping totalled 3,000 trap nights.
Traps were baited with rolled oats and were set each
evening and checked each morning. All captured animals were toe clipped
and released. The trap site for each capture was noted.
The Bars tow-Las Vegas motorcycle event occurred on
November 30th. However, participants began to arrive about November 26,
and remained at least through December 1.
The post-race trapping began on December 7 at Site I and
continued through December 9. Traps were moved to Site II on December
9
and set for 3 consecutive nights through December 12. Each site was
trapped in the same manner as described for the pre-race trapping, for
a total of 3,000 trap nights for the two sites. All animals captured
77-
during post race trapping were killed and frozen for verifying their
identification.
3. Findings
The pre-race trapping results for Sites I and II were
combined because the two formed a single plot. Thirty small mammals
were captured from 3,000 trap nights, a trapping success of 1%.
Three species were taken: 18 Merriam Kangaroo rats, 10 desert kangaroo
rats and 2 Antelope ground squirrels (Table I). All the desert kangaroo
rats were captured in blow-sand.
The kangaroo rats were apparently not trap-shy. During
the 6 day pre-race trapping, many of the marked animals were recaptured.
There were 8 recaptures of desert kangaroo rats, and 19 of the Merriam
kangaroo rats. Some animals were retrapped more than once. It is
possible that all or almost all the kangaroo rats at Site I were captured;
no new animals were taken on the third day. At Site II, only 3
new
animals were taken on the final day.
The numbers of animals and the species composition of
the pre-race trapping was not as expected in the 7.4 acre plot. Only
three species were captured out of a possible 9. Such species as the
round-tailed ground squirrel, although observed several hundred yards
away in similar, but relatively undisturbed habitat, were not taken.
Neither the long-tailed pocket mouse nor the little pocket mouse were
captured. The canyon mouse and grasshopper mouse would be expected in
low densities. Rocks were present, which is a requirement for the
canyon mouse. The grasshopper mouse is widespread in distribution and
occurs in most habitats; however, it can be a difficult species to
-78-
catch. Deer mice are also ubiquitous; however, densities are dependent
upon forage availability and moisture levels.
The low pre-race capture success may be the result of
two factors: the season; and the disturbed habitat condition. Some
rodents, such as the pocket mice
(
Perognathus )
are not as active above
ground during early winter as in spring, summer and fall. Also,
numbers of all small mammal species tend to be declining during this
period. Thus, the winter conditions could have been partially re-
sponsible for the initial low pre-race trapping success.
The second factor, disturbed habitat conditions, is
probably more important. Byrne (1973) in trapping identical habitats
with different degrees of vehicular disturbance in the Mojave Desert,
found reduced numbers of small mammals and lowered species diversity
in areas with moderate to heavy vehicular use. Trapping Sites I and
II have been disturbed by previous Bars tow-Las Vegas races and vegetative
cover and diversity for these sites was lower than in similar undisturbed
areas in the vicinity. The percentage of vegetative loss prior to
the 1974 race is not known.
The total catch during the post-race trapping included 3
species (Table C-2). At Site I, one desert kangaroo rat was recaptured,
and a new species, the grasshopper mouse, was captured. At Site II,
part of one carcass of a Merriam Kangaroo rat was taken.
Trapping success after the race was 0.1%. The marked
reduction in trapping success after the race could be due to two
factors: the pre-race captured animals had become "trap-shy"; and a
combination of direct mortality and habitat loss. The "trap-shy"
probability is considered to be minimal, as the recapture rate for both
-79-
sites prior to the race was very high. Therefore, losses except for
one desert kangaroo rat killed during pre-race trapping, can be con-
sidered the result of direct mortality and habitat destruction.
During pre-race and post-race trapping various parts of
animals were found in the traps. These were tail tips, parts of tails
and parts of hind legs. Because of the size of the animals being
trapped this often happens. To reduce the possibility of bias, these
body parts were not included as animals captured.
In summary, there were 30 marked individuals on the study
plots prior to the race. The total number of animals for ppst-race
trapping was
3, a reduction of 90% in the take (Table C-2) . Only
one marked rodent, a desert kangaroo rat, was recaptured after the race.
One new individual, Merriam Kangaroo rat, and a new species, the
carnivorous grasshopper mouse, were also captured.
To complete the second objective of this study, continuing
studies will be conducted. This will involve retrapping the same
study area in late October 1975. Comparable trapping will be done on
an adjacent, similar, undisturbed habitat type. These data will be
used to determine to what extent the small mammal populations have re-
covered on the race course and to determine to what extent the race
course study plot had been impacted prior to the 1974 race.
-80-
TABLE IV
-
C-l
PRE-RACE TRAPPING
SITE I
Species
Desert Kangaroo Rat
Merriam Kangaroo Rat
Desert Kangaroo Rat
Merriam Kangaroo Rat
Desert Kangaroo Rat
Merriam Kangaroo Rat
TOTALS
Date
11/21
11/22
11/23
Number of Animals
New
Recaptured
4
4
6
19
4
4
3
6
17
Total
4
4
9
9
3
6
SITE II
Merriam Kangaroo Rat
11/24
11/25
Merriam Kangaroo Rat
Antelope ground squirrel
Merriam Kangaroo Rat
Desert Kangaroo Rat
TOTALS
11/26
2
2
2
1
11
3
1
8
2
2
5
2
10
Total Individuals marked at Sites I and II: 30
10 Desert Kangaroo rats
2 Antelope ground squirrels
18 Merriams Kangaroo Rats
1. One desert kangaroo rat had a broken hind leg and was killed.
2. All recaptured from Site I; one was dead in the trap.
-81-
SITE I
TABLE IV
-
C-2
POST-RACE TRAPPING
Date
Species
12/7
Desert Kangaroo rat
Grasshopper mouse
12/8 No takes
12/9
No takes
TOTAL SITE I
Number of Animals
New Recaptured
SITE II
12/10
Merriam Kangaroo rat
12/11 No takes
12/12
No takes
Part of carcass
TOTAL SITE II
Total individuals taken at Sites I and II: 3
82-
D. Impact on Cultural Resources
1. Objectives
The objective of the cultural resource analysis was to
determine the impact of the race on archaeological sites revealed in
pre-race surveys.
2. Methodology
The entire area of the race's potential environmental
impact was initially asessed for previously known cultural values,
followed by intensive surveys of the route to reveal unrecorded
cultural values.
Survey results revealed that 50 recorded archaeological
sites and three historic sites were located within three miles of the
race course. One site, Pachalka Spring, was located in the course as
originally laid out. A course modification removed any possible impact
of this site.
The site listed in Table IV-D-1 as the "unnumbered site",
was within an area where the racers did not converge as soon as expected,
Consequently, pre-race mitigation measures had not been developed.
Of the identified sites, only ten were within the
impact zone of the race. Of those, it was judged that three sites
(BV-2, 3, and 4) would sustain impact.
83-
Ten archaeological sites or concentrations of sites
were evaluated by National Register criteria in the Barstow to Las Vegas
EIS for the race. These include: (1) BV-1; (2)
BV-2, 3,
and 4;
(3)
East Cronese Lake; (4) BV-5; (5) BV-6; (6)
BV-7; (7)
Pachalka Spring;
(8) BV-8; (9) Old Government Road, and (10)
Tonopah and Tidewater
Railroad.
The proposed mitigation was established to ensure
that no significant further damage to the identified cultural values
would occur. Mitigation measures for the archaeological values con-
sisted of flagging and marking the race course along with placement of
course marshals and BLM personnel to channel the race participants.
Base line studies on damage from prior races. was assessed
to allow for better assessment of damage from the 1974 race.
3. Findings
Site by site measures of damage are presented in the
following text and are summarized in Table IV-D-1. A review of these
findings is as follows:
BV-1
The only apparent disturbance was approximately 25 vehicle tracks,
representing an increase of less than five percent disturbance from
prior to the race.
84-
UNNUMBERED SITE
This site near BV-1 was not observed prior to the race, nor had it been
previously recorded. The extent of previous disturbance is unknown.
It is estimated that between 50 and 75% of this quarry workshop site
is now disturbed or destroyed. Most of the racers ran through this
site in a wide swath.
CRUCIFIXION THORN SITE
This site consisted of five loci of culturally modified materials. Two
or three motorcycle tracks were observed passing through one loci. Other
vehicle tracks were found along the periphery, but not impacting cultural
resources.
BV-2
Previous races cut several trails through this site. It is estimated
that one to two percent of the site may have received new disturbance.
BV-3
The main existing bike trails through this site were widened and several
new trails established, resulting in an estimated increase in distur-
bance to the site surface of ten percent.
BV-4
This small site sustained an estimated 10% disturbance as a result of
the establishment of several new trails and widening of existing trails
through the site.
85-
WEST CRONESE SITE
Mitigation efforts were not successful in keeping racers off the site
since the original site boundaries were inadequately determined during
pre-race survey. Five or six main trails, half of which were established
during previous races (each averaging eight to ten feet in width) , and
scattered single bike tracks were cut through the site. It is estimated
that 10% to 15% of the site surface was disturbed due to this race.
SBr-248
Little new disturbance to this scatter of cultural materials can be
attributed to the race activity, although several ORV tracks possibly
associated with post-race activity were observed.
SBr-247
No motorcycle or other off-road vehicle tracks were observed at this
site during post-race field examination.
SBr-246
No new disturbance attributable to race events was apparent.
SBr-129
Mitigation efforts were almost entirely successful by limiting
disturbance to this small site to one set of 4-wheel vehicle tracks.
BV-5
This scattered site located in mesquite dunes and sand hummocks
adjoining soda playa had an increase in surface disturbance estimated
at approximately 20% of its surface.
-86-
TONOPAH-TIDEWATER RAILROAD GRADE
The mitigation measure at the Tonopah-Tidewater Railroad Grade was to
keep the racers within a 15-foot wide course across the berm. This was
accomplished, except that within the 15-foot wide course a 2 to 3 foot
deep trench was cut through the berm. The E.I.S. did not anticipate
this impact. A road is present along the top of the berm and tracks
show that some vehicles moved on and off the sides, possibly impacting
cultural materials in the vicinity as well as the berm itself. It is
not known if these tracks were made by anyone associated with the race.
OLD GOVERNMENT ROAD (MOJAVE ROAD)
No estimates of impact to this historical road can be made as its
location in the vicinity of the race course has not been defintely
determined.
BV-6
The race bypassed this previously collected archaeological site. No
new disturbance was observed.
BV-7
Mitigation efforts were successful in keeping racers to the existing
trail through this scatter of cultural remains resulting in no
increase in site disturbance.
SCBM-1068
This site received no race-related impact due to mitigation.
87-
IVANPAH SITE
Existing records indicate a site is present near Ivanpah Lake along
the race course. However, cultural remnants were not found during the
pre-race survey. Therefore, no assessment of damage to cultural remains
is possible.
BV-8
This small, previously disturbed lithic scatter is located near the
finish and apparently received no new impact as a result of the race.
Measures devised for the protection of cultural resources along the
Barstow-Las Vegas Motorcycle Race in general proved less effective than
anticipated. Table IV-D-1 illustrates the amount of increased
disturbance and the relative degree of mitigative effectiveness at
each site. Implications of the impact on cultural sites, in spite of
mitigation measures, are significant. Reference to Table IV-D-1
indicates that of 19 sites investigated as a result of mitigation
measures, three sustained 15% or greater disturbance. Four sustained
6 to 15% disturbance, and the remainder sustained 5% or less disturbance,
Significantly, however, only four of the 19 sites have sustained less
than 10% damage, from this and apparent previous races. Special
concern should be noted in respect to the four sites evaluated in
the E.I.S. as eligible for the National Register of Historic Places.
Heavy impact, defined as level 2, 11 to 25% disturbance, has occurred
on two sites eligible for inclusion on the National Register as portions
of a District (Cronese Lake and Site BV-5) .
I
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'
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1
I
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I
Two historic sites eligible for the National Register are the Tonopah-
Tidewater Railroad Grade and Mojave Road (Old Government Road). Impact
on these values is difficult to assess.
However, the cutting of a
2 to
3 foot trench through the berm of the Tonopah-Tidewater Railroad
Grade was significant.
89-
Table IV-D-1
BV-1
-
Mill Site (Alvord Mt.)
Unnumbered Site (Alvord Mt.)
Crucifixion Thorn Site (Cave Mt.)
BV-2 (Cave Mt.)
BV-3 (Cave Mt.)
BV-4 (Cave Mt.)
West Cronese (Cave Mt.)
SBr-248 (Cave Mt.)
SBr-247 (Cave Mt.)
SBr-246 (Cave Mt.)
SBr-129 (Cave Mt.)
BV-5 (Soda Lake)
Tonopah-Tidewater Berm (Soda Lake)
Mojave Road (Soda Lake)
BV-6 (Soda Lake)
BV-7 (Soda Lake)
SCBM-1068 (Valley Wells) (Mescal Range)
Ivanpah Site (Roach Lake)
BV-8 (Sloan)
19 Sites
* Relative Scale of Disturbance
*
0)
S

0)
>
* * 0) H
,Q * J3
w *
M
,o 4-1 cd
u M
4-1
3 M-l H CO
CO 4J O u en
-H CO H CU
P
H

a e
Q .o cu
CO 1-1 cu >
3

3 > -H
o >
4J i-l 4-J
H OJ CO 4-1 O
> u H cd cu
0) Pm Q .h m
u cu >w
PM B^ B^S rt w
+ 2 2 H
?
?
4 L
+ 1 1 M
+ 2 2 H
+ 2 3 M
+ 2 2 M
+ 1 2 L
+ 2 2 H
+ 2 2 H
+ 1 1
'
H
? 1 1 H
+ 2 3 L
+ 2 2 M
? 1
? ?
+ 5 5 H
+ 2 2 H
+ 1 1 H
+
? ?
1
+ 4 4 H
0- 10%
11-
26-
51-
25%
50%
75%
- 76-100%
**
Relative Scale for Mitigation
Effectiveness
Low = over 15% disturbance
Medium = 6-15% disturbance
High = 5% or less disturbance
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-90-
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E. Outdoor
Recreation
Analysis
1.
Objectives
The purpose of monitoring
the
recreational
aspects of the
race was to determine the validity of pre-race
assumptions
regarding
the numbers of participants and
spectators,
their
activities
and conflicts.
2.
Methodology
Counts were made from aerial
photographs and people were
interviewed at the start of the race, the pits, and the finish area.
Numbers of spectators,
crews, and riders were
estimated
by counting
vehicles on aerial
photographs made at selected
points
along the race route. Vehicles
counted were multipled by 2.8
people/
vehicle.
Cycles were not included in the vehicle count, only trucks,
vans,
automobiles,
and similar rigs used for transportation
to and from
the area. The 2.8
people/vehicle
multiplier was derived
from interviews.
The
interviews were taken randomly and were
structured on a single-page
questionnaire.
See Appendix 4 for the form used.
3. Findings
a.
Counts
Table IV-E-1 shows the results of counts derived
from the aerial photos and compares figures with the EIS estimates.
The aerial photo
calculations were below the
estimates
in the EIS. It is recognized that in oblique photos some vehicles could
91-
u
be obscured by others. Also, some vehicles on the freeway between pit
stops or the finish area could have been missed. The spectator count
at the time of the start was more accurate because it was based upon
photos taken just before the start. Ground observers estimated there
was about one spectator for each rider at the start line.
Aerial photos at Rasor pits were taken at the height
of the activity. Therefore, no influx of people from the start area was
expected to increase the numbers recorded at this pit. Numbers at Rasor
pit are normally expected to be higher than at any other pit because many
riders go no farther.
It has been reported that a large exodus of
vehicles could have been counted at Rasor Pits in the 9:00 a.m. photos,
or at Valley Wells at 10:30 a.m., or Stateline Pits at 11:00 a.m., or
at the finish at 12:00 a.m. There is no way of knowing how many were
actually on the road when the aerial photos were taken.
The interviews revealed that many racers had a
family supporting them. Parents might be pitting at Rasor, a brother
at the start, and another brother at Valley Wells. Each of the brothers
might also have a vehicle. Therefore, the total number of people per
vehicle may be rather low and the 2.8 vehicle factor is questionable.
The population of 932 persons estimated at the
finish area is an underestimation. Spectators arrived and left
I
R
y
D
D
spectators or crew left the start area beginning at 6:30 a.m. These
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.92-
throughout the day to pick up finishing riders. No tabulation of the
total magnitude of persons or vehicles at the finish area was made.
However, two counts were taken of vehicles passing through the inter-
section of Blue Diamond-Pahrump Road toward the finish site. At 1:00 p.m.
the count indicated that 13 cars per minute were entering the area and at
3:00 p.m. twenty cars per minute were entering the area. It is unknown
just how many of these vehicles actually stopped at the finish area.
These counts do indicate that the height of activity at the finish was
at about 3:00 p.m. Bureau observers indicated activity remained heavy
until about 6:30 p.m.
There was an unanticipated congregation of 372
spectators or crew at the Kelbaker Road crossing. This congregation
either went unnoticed at earlier years' races or occurred this year for
the first time.
Adding the counts at all the pits, the start, and
the finish, 3,247 vehicles were counted. This times 2.8 persons/vehicle
adds to 9,092 spectators, crew, and racers counted. In the EIS the
spectators and crew were considered separately from racers, therefore,
3,000 racers should be subtracted from the 9,092, for a total of 6,092
spectators and crew. This is compared to the EIS estimated 13,000 to
15,000. Again, no one knows how many race related vehicles were along
the interstate highway at the time of photographic sampling and this
report's estimate could be too low.
93-
In summary, the population figures for the 1974
race were measured by aerial photos and spectator interviews at the
start, pits, and finish areas. The EIS population projections were
based upon recollection. The calculated 6,092 race spectators and crew
for the entire 1974 race was 6,908 less than the estimate in the EIS.
At starting time in the start area, there were 3,623 persons, or 6,377
less than the EIS estimate. Also, aerial photos at an oblique angle
could have obscured some vehicles that should have been counted; there
were race-associated vehicles enroute on freeways that were missed; and
estimates at the finish are admittedly low because the crowd fluctuated.
Valid conclusions cannot be based on these counts.
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-94-
THE POPULATION OF SPECTATORS, SUPPORT CREWS AND RIDERS
AT THE 1974 BARSTOW-VEGAS MOTORCYCLE RACE
*
VD
I
Area
Time of
Sample
Aerial
Photos
Number
of
Vehicles
Population
Estimate @2.8
persons/vehicles
**
E.I.S.
Population
Estimate
Difference
From EIS
Estimates Remarks
Staging & Start
Camping Area 8:00 am 1294 3623 10,000 to
12,000 at
time of
start
-6377
at
least
The number here
for the weekend
was undetermined
Razor Stop 9:00 am
v
584 1635 6,000 -4365
Kel Baker
Road Crossing 10:00 am 133 372 None was
Anticipated
--
Valley Wells
Stop
10:30 am 460 1288 4,000 -2712
Stateline Stop 11:00 am 433 1240 4,000 -2760 /
'
Finish 12:00 am 333 932 10,000 -9068
TOTAL 3247 9092
13,000
to
15,000
-3908
at least
* Based upon aerial photo counts
**
2.8 person/vehicle was derived from interviews at the start, pits and finish areas.
figure includes the motorcycle racers.
<
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This
b. Interviews
One hundred and ninety-eight interviews (Table
IV-E-2) yielded the following data:
VEHICLES
-
Of those interviewed, 31% came in pickups, while 42% came
campers, motor homes, and vans.
ADDITIONAL EQUIPMENT
-
72% of the interviewees brought along motorcyles,
and 4% brought dune buggies.
VEHICLE OCCUPANTS
-
Of those recreationists interviewed, 20% of the
vehicle occupants were children, and 36% were females.
ORIGIN
-
75% were from southern California. 10% were from Nevada.
LENGTH OF STAY
-
Of those interviewed, 50% stayed one night.
ACTIVITIES ENGAGED IN
-
33% of the interviewees were spectators,
21% participants, and 5% crew members.
TOTAL VISITS/YEAR TO DESERT
-
The survey results indicated that of
those interviewed, approximately 62% visited the desert
less than 20 times a year.
ON OTHER VISITS
-
OTHER ACTIVITIES PARTICIPATED IN
-
Results from the
survey indicated camping (23%) and recreational cycling (25%)
were the two most popular activities when the interviewees
had visited the desert on other occasions. For the
interviewees, 3% were interested in sightseeing.
96-
The EIS assumed many recreation activities occurred
simultaneously in the same area as the proposed race (page 11-56) and that
these activities included wilderness experience, backpacking and hiking,
nature study, rockhounding, land sailing, glider flying, model plane
flying, model rocket launching, hunting, shooting, driving for pleasure,
recreation vehicle use, photography, painting, camping, and picnicking.
The EIS also assumed possible conflicts between such
users and those users associated with the race (Table III C-3, page III
48-56, page V-14)
.
The data in this report are inconclusive regarding
such possible conflicts. We have no counts or interviews of other users.
Thus, no comparisons or correlations could be made to support or deny
the validity of the assumptions in the EIS.
The interview study was not adequate to evaluate
personal benefits (psychological, physiological, social, etc.) of race-
associated users or other users. The study in this instance was not
designed in an adequate scientific manner sensitive to human needs as
well as resource capabilities. Safety factors in the race also need
detailed study.
The Bureau will conduct a scientific study in the
California Desert regarding competitive motorcycle events. The study
will include (1) counts of all classes of recreation users associated
S7-
with events or in the area of events, (2) evaluation of needs, motivations,
and benefits of each class of user, (3) evaluation of user conflicts, and
(4)
evaluation of safety factors.
-98-
TABLE IV
-
E-2
Vehicle
Total
visits/year to Desert
Car
32
Pickup 65
Camper 40
Motorhome 25
4 WD 15
Cycle 5
Van 16
Self-contained 11
Additional Equipment
Dune Buggy 5
4 WD
4
Cycle 84
ATV
Trailer 19
Other 4
Vehicle Occupants
Adults
*447
Children 118
Males 358
Females
207
TOTAL 565
Origin
Local 7
So. Calif.
"\
117
Other Calif. 6
Nevada (Las Vegas) 16
Other out of State 10
Length of Stay
1 night 79
2 nights 45
3 nights 9
Other 23
Activities Engciged In
Crew 9
Spectator 53
Participant 34
Camping 33
Fun ORVing 17
Other
12
0-5 44
5-10 17
10
- 20 37
20
-
30
32
30
-
40
4
40+
22
*Group Type
Family
60
Friends 22
Alone 6
Expenditures
$
14
0-10 24
10
-
20 35
20
-
30 27
30
-
40 14
40
-
50 17
50
-
75 15
75
-100 3
100+ 7
On other visits r other activities
participated in
Camping
Dirt Racing
Rockhounding
Rec. Cycling
Picnicking
Sightseeing
Hiking
Other
44
8
9
49
19
6
7
48
*
Not included on some forms.
-99-
F. Surface Impact Analysis
1. Objectives
The E.I.S. estimated that previous competitive events
along this course had influenced 7,505 acres of National Resource Lands.
Also the EIS estimated that within this area of influence, 4,503 acres
of surface were actually covered by tracks. This analysis attempts
to more accurately measure and describe the area of influence and the
tracked areas. Whereever possible, comparisons are made to the EIS
estimate.
2. Methodology
As previously described, twenty six Environmental
Sampling Photo Plots were established to monitor the impact of the
race in various representative vegetative and soil association areas.
Also, vertical 70mm color aerial photography was taken before and
after the race. Black and white oblique aerial photos were taken at
the start, finish and pit areas on race day.
The frequency of tracks was gauged by placing a dot grid
over each "before" and "after" 35mm ESP transparency and counting
"dots" which were on motorcycle tracks. This was done for each of the
ten frames of each ESP plot.
The total area represented by each "dot" was based on the
following assumptions:
a. The average area covered per dot
=
701.44 sq. ft . /frame = 17.98 sq. ft. /dot
39 dots /frame/
50'
radius
100-
b. The percentage of track covered ground area within
the area of course influence is estimated at 407o .
This figure is based upon ocular comparison and
examination of the vertical aerial photos, ground
(ESP) photos and field measurements. Therefore,
17.98 sq. ft. (average) /dot x 407 (average
area
covered = 7.19 sq. ft.
with tracks) dot cover-
ed with
tracks
c. The 407o figure is less than the "607o previously impacted
area" slated in the EIS on page V-4. The EIS estimate
was based upon less intensive field measurement and
did not have the benefit of the 70mm vertical aerial
photography. The 407o figure still necessarily must
be an estimate as the diversity in course width and
patterns of tracks is highly variable. A several
fold increase in numbers of ESP plots and area of
aerial coverage would be necessary to increase the
accuracy of estimate.
d. The frequency of dot "hits" for the before and after
photos is more accurate than the calculations of area
coverage per dot ("b" above). However, area- coverage
is used as a constant so that quite accurate comparative
calculations can be made.
e. Photo perspective will make "dots" away from the camera
represent a larger area than those in the foreground.
-101-
This should not be too extreme as only the 50 foot
radius area was used. They are assumed to average
out each other.
3. Findings
a. Area of influence
-
The area of influence of the race
course was increased by 1,632 acres over the area of previous races.
This increase, from 5,265 to 6,897 acres, amounted to 31 percent more
disturbance. The EIS anticipated no increase in the area of influence.
The increase in area of influence differed markedly on
different soil associations and sections of the course. The "racers"
did not converge within 3 miles after the start as anticipated, result-
ing in a 29.5 percent increase in soil association Ma. The widening in
the first 6.5 miles of course likewise caused a relocation of the
course route and an increase of area in soil association Cj and a de-
crease in soil association Ad. The steeper slopes of the Gr association
apparently caused racers to slow, creating a bottleneck encouraging
passing and a consequent course widening. The Rp association was
curiously influenced less than anticipated. This result was because
the riders didn't use much of the already tracked playas. The Du
association being so small was apparently inadvertantly omitted in the
EIS tabulations, so no "before" and "after" comparisons can be made.
The area of influence of the start, pits and finish areas
increased from the EIS estimate of 2,240 to 2,529 acres, or 13%.
This increase calculation is conservative as it is based upon the loca-
tion of spectator and crew vehicles visible on oblique aerial photographs,
It was a one time or point estimation. Pit riding accounted for a
-102-
greater, but undertermined area of influence. The areas were plotted
on topographic maps from the 4x5 oblique aerial photos. The plotted
areas were measured by planimeter. The areas at Valley Wells Pit
Stop and the finish area were greatly over-estimated in the EIS.
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-103-
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TABLE IV
-
F-l
SUMMARY OF INCREASED AREA OF INFLUENCE
Influenced
Area
Soil
A.ssn.
Acres in Area
of Influence
Before* After
Percent
Change Remarks
Race course Ac 590 763 +29
Race course Ad 1831 1149 -37 Realignment of the
converging near the
start resulted in
less Ad and more Cj
soil influenced.
Race course
C1 90 478 +431
Race course Gr 110 333 +203 Riders passed each
other here more
than anticipated.
Race course Ma 700 2767 +295 Riders didn't
converge as soon as
anticipated.
Race course Rp 1944 1384 -29 This year's course
didn't overlap all
of past year's tracks.
Race course Du 1 23
?
Inadvertently omitted
in EIS estimates.
Race course
subtotal 5265 6897 +31
Increase of 1632 acres
or 2.55 square miles.
Staging area Ma 810 1563 +93
Rasor stop Ac 110 340 +209
Valley Wells
stop Ac 600 17 -970
EIS estimate included
pit riding.
Stateline
stop Rp 80 280 +250
Pitting covered over
one mi. more than plan-
ned.
Finish area Ac 640 326 -49 Many racers in this
area apparently used a
different finish each
time.
Kel Baker
Road Ac
?
3 1
An unanticipated specta-
tor concentration.
Pit, Staging
& Finish areas
Subtotal

2240 2529 +13
Even though Valley Wells
and finish area are con-
siderably under EIS esti
mate an overall increase
is noted.
TOTAL

7505 9426 +25
*
As estimated in the EIS
104-
b. Tracked area
-
The area actually covered by the tire
tracks within the area of influence as evidenced by before and after
ESP plot calculations increased at least by 673 acres. The variances
of increases at different soils, the variable number of ESP plots
per soil association and the placement of some ESP plots on the side
of the race course caused a possible underestimation.
It is impossible to compare EIS tracking figures with
this analysis. The EIS figures for area of tracks were visually
estimated in the field to average 60% of the area of influence. No
details of variable percents by soil associations were given in the
EIS or are they available. Data in this report is quantified by
actual measurement instead of estimates and is therefore more defensible
than the EIS data. The before environmental sampling photos and the
aerial photos were not available at the time the EIS was written.
Consequently, estimates for the EIS were difficult.
Increases in tracked area when summarized by some special
topographic features yield the following data (See TABLE IV-F-3) . In
sandy areas the tracked area increased greatly because the soft soil
ruts deeply, then the sides cave in. The tracks also widen as the
bikes swerve with less control in sand. Wash areas also increase
greatly in tracks per total area of influence because the course area
of influence is narrow. In washes, 5 to 15 clusters of tracks are
usually found as the larger size of bushes in a wash discourages creating
of a "road". A similar phenomenon occurs on steep bajas, though not
as great a magnitude of increase. The playa areas increased in tracks
as the current course goes to the side of some of the existing tracks.
-105-
As anticipated, the increase in tracks where the course traverses
dirt road is almost non-existent. The finish area ESP plot recorded
the greatest increase in tracking. This tracking resulted primarily
by vehicles of the spectators and crews.
-106-
INCREASE IN NUMBER & AREA OF TRACKS
Plot Area
ESP
Plot
#
Tracl
fore
#.
cs Be-
***
Area
-
acres
***
Tracl
Aftei
#
cs
A'A
1
'A
1
Area
-
acres
***
Percent
Increase
Soil
Assn. Remarks
Behind Start 1 17 .003 97 -.016 667 Ma
Start Area 2 289 .048 289 Ma Not part of previous start areas.
Power Line road
(missed course) 3 116 .019 135 .022 16 Ma
Crucifixion thorn 4 8 .001 25 .004 212 Rp
Baiada south of course 5

Ad
Bajada 6 98 .016 111 .018 13 Ad
West Crones e Dry Lake 7
Ad Camera misaligned - a plot not on this year's course.
East Cronese Dry Lake 8 54 .009 93 .015 72 Rp
Afton Canyon 9 231 .038 257 .042 11 Ac
East of Rasor Pit 10 101 .017 198 .033 96 Ac
South of Soda Springs 11 79 .013 303 .050 284 Ac Very sandy soil.
East side Soda Lake 11A 150 .025 211 .035 41 Ac
Cree Camp 12 41 .007 55 .009 34 Ac
Turquoise Mtn, Road 13 62 .010 112 .018 81 Ac
Bull Springs Wash Road 14 141 .023 158 .026 12 Gr
Solomons Knob 15 209 .034 209 .034 Gr
Valley Wells 16 Missed course.
Shadow Valley Wash 17 27 .004 27 Ac
Shadow Valley road cross. 18 10 .002 43 .007 330 Ac
Keany Pass 19 142 .023 142 .023 Gr
Ivanpah Dry Lake 20 390 .064 390 .064 Rp
Roach Lake 21 63 .010 130 .021 106 Rp
Base of Beer Bottle Pass 22 1 10 .002 900 Gr
Wash at Beer Bottle Pass 23 26 .004 40 .006 54 Ac
Jean Lake 24 71 .012 149 .025 110 Rp
3 miles to Finish 25 243 .040 287 .047 18 Ac
Finish Area 26 41 .007 386 .064 841 Ac
TOTALS 2294 .378 3857 .636 68
* Tracks in those "frames" of ESP plots containing
at least one track before or after the race
** Number of tracks = dot grid hits *** Area =
( # dots) x (7.19 sq. ft. /dot)
43,560 sq. ft. /acre
ha
i
INCREASE IN NUMBER OF TRACKS
o
i
Type of Area
Sandy
Playa
Bajada-gentle
slope
ESP
Plot
Ref.
2
11
Bajada-steeper
slope
Wash
Dirt road
Finish area
8
20
21
24
6
10
25
11A
12
22
3
17
18
_2JL
9
14
15
19
26
# Avrg. # # Avrg. #
Tracks Tracks Tracks Tracks Percent
Before Before After After Increase Remarks
79
54
390
63
71
98
101
243
150
41
1
62
10
26
231
209
141
142
41
40
144
147
64
24
181
41
289
303
93
390
130
149
111
198
287
211
55
10
296
640
190 32
199 35
92 44
129
386
Tracks wider because sand spreads-also
harder to control bikes in sand.
Bikes fan out to smoothest surface
for speed and to pass - very large
% of area already tracked.
Bikes concentrated on a few tracks
to avoid bushes
.
As bikes are given more power for
steeper slopes, digging & soil spread
-
ing increases
.
Low absolute # of tracks-but less
course widening because of confining
sides of wash.
Roads offer least resistance at high
speed-also, most of the roads are lo-
cated after the half-way point where
bikes are most spaced apart.
841 Probably influenced by 4WD & camper

vehicles as well as motorcycles.

M
H
<
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U>
INCREASE IN TRACKED AREA
WITHIN AREA OF INFLUENCE OF COURSE
Acres In- Acres Acres In- Acres Change
% ESP Avrg. % fluenced covered fluenced covered in area
acreage acreage by course with by course with tracked
Soil ESP tracked
**
tracked before race tracks after race tracks before/after %
Assn. # Before After Before After (from Fig. 1) before race (from Fig. I) after race in acres Change
Ma 1
2
2 10
30
1 20 700 7***
2767 553 +446 6371
Rp 4
8
1
6
2
9
20 40 40 12 16 1944 233 1384 221 -12 -5
21 13 13
24 16 16
Cj None
Assum-
ed sin
ilar
to Ac
9
Assum-
ed
18
Assum-
ed
90 8 478 86 +78 +975
Ac 9
10
11
11A
12
13
24
11
8
16
4
6
26
21
31
22
6
11
17 2 9 18 590 53 763 137 +84 +158
18 1 4
23 2 4
25 25 29
26 4 40
Gr 14 14 16
15 21 21
12 13 110 13 333 43 +30 +231
19 14 14
22 1
Ad 6 10 11 10 11 1831 183 1149 126 -57 -31
Du None
Assum-
ed sii
ilar
to Ac
-
9 18 Missing Missing 23 4
TOTALS
1
5265 497 6897 1170 +673 +135
to
I
H
<
* Estimates are based upon averages of ESP plots on
different soils in TABLE IV-F-2 and upon acreages
in TABLE IV-F-1. Only race course data are in-
cluded - similar data for staging pit & finish
areas was unavailable.
Percent acreage tracked at ESP plot
area tracked per plot in acres
0.16 acres/ESP plot
Underestimate - as plot 2 was
only hit by second wave of racers.
APPENDICES
1. Air Quality Analysis
2. Special Land Use Permit Stipulations
3. Summary of Injuries
4. Recreation Use Survey Form
5. Notes on 26 Environmental Sampling Photo Plots
6. Draft Report
-
San Bernardino County, California,
Air Pollution Control District
Appendix #1

AIR QUALITY
Air quality monitoring was provided through the cooperation of the
'1 . .
'_..__.
......
San Bernardino County, California, Air Pollution Control District (SPCD)
and the Clark County, Nevada SPCD. Clark County provided two high volume
samplers and one tape sampler. San Bernardino County operated three high
volume samplers, three AIS I tape samplers, thirty dustfall jars, and
10 carbon monoxide Dracyer tubes. Clark County provided data on 24-hour
suspended particulate concentrations and visibility (hourly variations in
percent transmission of light). San Bernardino County measured suspended
particulate concentrations, visibility (coefficient of haze), dustfall
(tons/square mile/30 days), and carbon monoxide concentrations.
Monitoring Results
Sta Location
Suspended Particulates
2* -1* Race* +1 *
Percent Increase
in Dustfall
SB1 Campground
-
-
-
- 19%
SB2 Start
-
-
- -
36%
SB3 1/2 mile E of Start
-
-
NS
NS
27%
SB4 2 miles E of Start
-
- -
- 48%
SB5 Intersection w/I-15
-
- -
- 55%
SB6 Opposite SB5
-
- -
- 36%
SB7 Rasor Pit stop
-
-
176
180
22%
SB8 Valley Wells p.s.
- - -
- NS
SB9 Valley Wells road
-
- -
- 3%
SB10 Valley Wells,
1/2 mi. N 1-15
-
-
158
94
9%
CI
Blue Diamond Road
23 29 97 57
NS
C2 Stateline rest stop
11 55 161 16
NS
*
Two days preceding race (-2 and -1) ; day of race (Race)
;
day after race (+1)
Suspended particulates were measured at 4 locations (SB 3 was inopera-
tive) . California standards are 100 ug/m
,
while Nevada and Federal
3
secondary standards are 150 ug/m . Measurements indicate that California
standards were exceeded at both California locations on the day of the
race, and at one location on the day following the race (the other location
approached the California standard on the day following the race). The
data does not allow us to identify the contribution of the race to these
suspended particulate levels. Nevada standards were exceeded at one loca-
tion on the day of the race, but were not exceeded at the finish area.
There was another ORV race in Nevada on the day of the Bars tow-Las Vegas
race, however, the Clark County SPCD does not feel that the measurements
were affected by this other race. Bureau observers, however, noticed
significant particulate emissions from the race, which passed within one-
quarter mile of the Stateline station on four occasions. The conclusion
in the EIS that suspended particulate staridards would be exceeded has been
verified by the monitoring results. The EIS overestimated the levels of
concentration.
Visibility measurements were made on two tape monitoring devices.
Average visibility was reduced by about 7 percent during the race. Visibility
returned to normal within one day. Peak concentrations, as groups of riders
passed the monitoring stations, were 3 to 5 times greater during the race.
Thirty days dustfall was measured at 10 locations along the race course
in California. Background samples were taken at 5 locations. The overall
impact of the Barstow-Las Vegas race (between the start area and the first
pit stop) was to increase dustfall by about 30% for one month. Dustfall
was influenced by the concentration of vehicles at points along the course
and other activities taking place in the vicinity of the stations.
Carbon monoxide levels were measured during the race. These levels
did not approach the State standards. The conclusion in the EIS, that
gaseous pollutant levels would be relatively insignificant, appears to
have been verified.
The EIS attempted to correlate air quality impacts with soil associa-
tion. The monitoring results are inconclusive in this area. Some locations
are undergoing natural repair and others have returned to background levels.
The areas where irreversible soil damage has occurred are subject to other,
non-race related, influences.
San Bernardino County plans to publish a final report on the impacts
of the Barstow-Las Vegas race in April, 1975. A draft of this report
is contained in the Appendix.
UNITED STATES
DEPARTMENT OF THE INTERIOR
BUREAU OF LAND MANAGEMENT
SPECIAL LAND-USE APPLICATION AND PERMIT
APPLICATION
FORM APPROVED
OMB NO. 42-R0996
Appendix #2
Serial Number
INSTRUCTIONS ON REVERSE
1. Name (first, middle initial, and last) / y, / /
2. Give legal description of public lands for which you are applying
TOWNSHIP | RANGE SECTION |
Address (include zip code)
^7-
SUBDIVISION
///i M^ &<ffi. fron^ /T7**.,'/
#d 7a /.a^/ef^^
v
Meridian
Ct/.f /*?/*.
County Acres (number)
3. For how many years are you requesting this permit?
4a
Areygu 21 years of age or over?
'
[ETYes Quo
. Are you a citizen of the United States or have you declared
your intention? f^TYes | | No
As applicant, are you a Q Partnership Association ["TCorporation;
or an agency of Federal Government State Government
jj Political subdivision of any state?
d. Are the statements required by Instruction Number 2 attached? Yes
f~]
No pTNot applicable
S. Are you making this application for your own use and benefit? FHYes | | No (If "no," explain)
6. Ace the lands now improved, occupied, or used? Yes
[fiio- (If "yes." describe improvements and pur-
poses, identify users and occupants)
C4ic**-h
/^/t ^/r
7a. What do you propose to use the lands for?
b. What improvements, including sanitation facilities, do you intend to make? (Describe improvements and attach
drawings, if convenient)
/#
aScl ir
d*.4*Sa<-c
What is the estimated
c. cost of proposed improve
ment?
*Ar-o*
**-
8.
d. What is the proposed source of water for domestic or other uses?
r._ , | / - " t * 'K ' t r Lf ^^11 J -V- LJ *-*^ '*^
Have you enclosed filing fee of $10? f3^es No (See Instruction Number 3)
I CERTIFY That the information given by me.'in this application is true, complete, and correct to the best of my
knowledge and belief and is given in good faith.
''
c
AL<M, /424L
A,Di\tcj
(^i^nnuinv/rtAppIicunt) i _

___-___- i /
Vv*.' "> "" " J"* ''I'j'iituiii;
'
, nSJlit.?."
8
:
'
SC
f
i" ', 1
.'
f*
1""' ''
"
"'""' '"' ,lny p, *'",n knowingly and w.lirullvTTm^ko to any dc|...rlmi-nl or ,. Mc, of Iho
< ^-UnttoaMut -. nny li^o^clmou-;._ot^riiuduK-nl Btl:im-nla or rcpreacnl.itipns os lo tiny, miillrr wilhin il jurisdiction!'
Form 2920-1 (Jununry 1972)
/
PERMIT
Permission is hereby granted to
of
The San Gabriel Valley Motorcycle Club
Attn: Bob Miller
1529 Meadow Glen Way
to use the following-described lands: Hacienda Heights, CA 91745
TOWNSHIP~~[ RANGE SECTION SUBDIVISION
See Attachment A
Meridian County Acres (number)
for the purpose of
Hare & Hound - Point to Point Motorcycle event.
, 1,, ThU permit is issued for the period specified below. It
is revocable for any breach of conditions hereof or at the
- discretion of the authorized officer of the Bureau of Land
Management, at any time upon notice, if in his judgment the
lands should be devoted to another use. This permit is
subject to valid adverse claims heretofore or hereafter
acquired.
2. Permittee shall pay XlSQ&rj&OBD3QG3QS6, to the au-
thorized officer the sum of $1.00 per rider
dollars as rental or such other sum as may be required if a
rental adjustment is made.
3. Permittee shall observe all Federal, State, and local
laws and regulations applicable to the premises and to erec-
tion or maintenance of signs or advertising displays including
the regulations for the protection of game birds and game
animals, and shall keep the premises in a neat, orderly, and
sanitary condition.
4. Use or occupancy of land under this permit shall com-
mence within 1 month* from date hereof. MDOCOOXE5BS
5. Permittee shall take all reasonable precautions to prevent
nd suppress forest, brush, and grass fire and prevent pol-
lution of waters on or in the vicinity of the lands.
and subject to the following conditions:
6. Authorized representatives of the Department of the
Interior, other Federal agencies, and game wardens shall at
all times have the right to enter the premises on official
business.
7. Permittee shall not enclose roads or trails commonly in
public use.
8. Permittee shall pay the United States for any damage to
its property resulting from this use.
9. Permittee shall notify the authorized officer of address
change immediately.
10. This permit is subject to all applicable provisions of the
regulations (43 CFR 2920) which are made a part hereof.
11. Permittee agrees to have the serial number of this permit
marked or painted on each advertising display erected or
maintained under the authority of such permit.
12. Permittee shall not cut any timber on the lands without
prior permission from the authorized officer.
13. This permit is subject to the provisions of Executive
Order No. 11246 of September 24, 1965, as amended, which
sets forth the Equal Opportunity clauses. A copy of this
order may be obtained from the signing officer.
14. This permit may not be assigned without prior approval of
the authorized officer of the Bureau of Land Management.
15. Special Conditions:
See Attachments A, B, C & D
A - Course Maps & Site Specific Mitigation Key
( 11 Maps)
B - Special Conditions
C - Site Specific litigation
D - Diagrams of Start, Pit Stops and Finish areas.
Permit issued for period
From November 27, 1Q74
To
December 2, 197A
(Title) (Date)
INSTRUCT' "NS
1. Submit, In duplicate, to any local office of the Bureau of
Land Management having jurisdiction of the lands.
2. An application by a partnership or association must be
accompanied by stntement by each member that he is a
citizen of the United States or has filed a declaration to
become a citizen. An application by a corporation must be
ccompanied by a statement showing that the corporation is
authorized to hold land in the Slate in which the land is
located and that the person making the application ia autho-
rized to act for the corporation.
3. If applicant is other than a Federal, State, or local gov-
ernmental agency, this application must be accompanied by a
nonretumable filing fee of $10 made payable to the Bureau
of Land Management.
4. If this application is for permission to erect an adver-
tising display or sign, the applicant must: (a) attach an
accurate and fully descriptive diagrum, sketch, or photo-
graph (at least 3" * 5") of the sign or display to be erected
showing the dimensions, type of construction, estimoted
cost, the advertising material to be included thereon, the
plan of illumination, if any, and the. manner of attachment
to the land; and, (b) n photograph (at leust 3" X 5") showing
the site on which the sign or display is to. be erected.
U.S. Covainwnt hintIn* Off lco: 1973- 74-
'?W9 Knglon It
04060-SU-133
Attachment. B 1/3
SPECIAL CONDITIONS
(1) The permittee shall guarantee the faithful performance of all terms and
and conditions of thi3 permit, including the payment of the recreation use
fees required. The guarantee shall be secured by an undertaking signed by two
qualified members of the sponsoring club, and will be in the amount of $8,000.00.
In addition, a notarized affidavit of qualification will be signed by each person
signing the undertaking and will be presented to the District Manager, Riverside
District Office, Bureau of Land Management, along with the undertaking.
The undertaking shall remain in force as long as necessary to insure compliance
with all terms and conditions of their permit.
(2) The permittee shall indemnify, defend, and hold harmless the United States
and/or its agencies and representatives against and from any and all demands,
claims, or liabilities of every nature whatsoever including but not limited to
damages to property, injuries to or death of persons, arising directly or indir-
ectly from or in any way connected with, the permittee's use and occupancy of the
lands described in this permit or with the event authorized under this permit.
(3)
The permittee is required to maintain comprehensive liability insurance
covering its operations under the permit, insuring the United States in the
following minimum amounts:
(a) $100,000 for bodily injury to any one person and 5300,000
for any one occurrence.
(b) $10,000 for property damage for any one occurrence.
(c) The insurer shall agree to give the United States 10 days'
notice prior to cancellation or modification of such
-
insurance.
(d) The permittee shall provide a copy of the actual insurance
policy to the District Manager, who will forward it to the
Regional Solicitor's Office for approval.
(4)
The permittee agrees to take the responsibility for public safety
and health during any phase of this event, including but not limited
to those special conditions listed herein.
(5)
The permittee will provide at least 100 course marshals to be placed at
strategic locations in order to insure participant and spectator safety,
resource protection, traffic and crowd control, and adherence to the marked
course. Refer to the attached map and list of specific locations.
(Attachment C)
(6) The permittee will provide a minimum of two course marshals at all public
roads and railroad crossings to stop the race participants when crossing
may be unsafe. At no time shall the course marshals allow the race to interfere
with the normal flow of the public roadway traffic. Refer to the attached map
and list for specific locations. (Attachment A . c)
04060-SL-4-133
Attachment B 2/3
(7)
The entire course route will be clearly marked end flagged by the permittee
under the supervision of the Bureau of Land Management. The course will
be marked on an average of at least ten flags per mile. Additional or specialized
course markings will be carried out in areas of the course so identified by the
Bureau of Land Management. Refer to the attached map and list of specific lo-
cations. (Attachment A & C)
(8) It shall be the responsibility of the permittee to confine participating
vehicles to the marked course and to limit spectator and support vehicles
to the marked and identified areas. Refer to the attached map and list of
specific locations. (Attachment A, C & D)
(9)
Pick-up crews or support vehicles must enter the course route only from
existing roads and must limit travel to the marked course or existing
roads and trails. No cross-country travel by pick-up crews or support vehicles
will be allowed.
(10) The permittee will be responsible for all trash and litter cleanup resultant
from the event. The start, finish, and pit areas shall be cleaned up and
the trash removed no later than eight days after the race. All course markers,
signs, flagging, and discarded motorcycle parts located along the course shall
also be removed no later than 15 days after the race.
(11) The permittee shall provide for a minimum of ten chemical toilets at the
first pit stop, six chemical toilets at the second pit stop, six chemical
toilets at the third pit stop, 22 chemical toilets at the start, and 16 chemical
toilets at the finish area. This requirement must meet the applicable state and
local standards and guidelines. (Attachment D)
(12) The permittee shall obtain the services of a fully equipped and trained
_
desert first aid and rescue organization. This organization shall provide
_
for, but not be limited to:
(a) All necessary first aid, retrieval, and evacuation for
any injured person at any point along the entire course.
(b) Two-way radio communications.
(c) The coordination of the removal of disabled vehicles and
riders from the course.
(13)
The permittee will distribute written instructions subject to BLM review
or will hold a prerace briefing at the site to inform participants of
routes, regulations, safety procedures, and other necessary directives. The per-
mittee assumes responsibility for riders and pit crew compliance to event in-
structions .
(14)
The permittee shall contact the California Highway Patrol, Nevada Highway
. Patrol, San Bernardino County Sheriff, and Clark County Sheriff when the
permit is issued.
04060-SU-133
Attachment B
3/3
(15)
All motorcycles participating in the race will be equipped wiih proper
, brakes and muffler in good working condition. No vehicle equipped with
muffler cutout, bypass, or similar device, or producing excessive noise, may be
operated.
(16) The permittee shall make every effort to prevent, report, control, and
suppress any fire in the operating area and will be held responsible for
suppression and cost of fire caused on national resource lands through negligence
of his participants.
(17)
The permittee must submit a signed affidavit assuring that all private
landowners whose property is affected by the event have been contacted
and given their permission or consent of use.
(18) Any Government-owned structures, property, land, or resource harmed or
damaged by the permittee, participants, or spectators associated with the
permitted use shall be reconstructed, repaired, rehabilitated, and restored as
may be required by Bill within 30 days after the event so that the condition thereof,
in the judgement of BLM, is at least equal to the condition thereof immediately
prior to such damage or destruction. Permittee further shall abate, as soon as
possible, any condition existing which may cause harm or damage to any person,
structure, property, land,^ wildlife, vegetation, and/or other resources.
(19)
Race entrants will be limited to 3,000 riders.
(20) If the permittee does not attend the event himself, he will notify the
District Manager of his substitute's name and planned headquarters for
the event.
(21)
The permittee will, within 14 days after the event, complete the attached
Post Event Data form and submit it to the District Manager, Riverside
District Office, Bureau of Land Management,
1AH
University Avenue, Riverside,
California 92507.
(22) The permittee must pay the United States a recreation use fee of five
percent of gross receipts of the event (income from the operation of the
event before deducting costs such as prizes, taxes, insurance, etc.; and to
include income from participant and spectator fees, food and beverage con-
cessions, etc.); or Cl.00 per rider,
whichever is greater. This recreation use
fee will be prorated on the percent of the course traversing public land..
(23)
If any affiliate not named on the SLUP application participates in sponsor-
ship, management, or conduct of the event, the permit shall be null and
void.
04060-SH-133
Attachment C 1/5
I
C.
Site Specific Mitigation
i
The following list, the Supplemental
Mitigation List, identifies specific I
locations within the area of the 1974
Barstow to Vegas Motorcycle Race and re-
lated activities,
which because of potential
environmental
impacts will require
special marking, flagging, course marshals,
and/or
protection. As part of the
special conditions of the SLUP and under the supervision of the BIM, the permittee
^
vill be required to carry out these specific
mitigation measures.
An accompanying
map shows the approximate location of each.
1.
-
T. 11 N.,. R. 3E SBM, Sec. 2U
and mk Sec. 25
(start)
To avoid injury to riders and
spectators, the start area will be
clearly marked yith lime and flagging; no less than six course marshals will be
required to line up racers and to keep
spectators off the course.
2. T. 11 N., R. 3 E.'. SBM, Sees. 25 and 36;
T. 11
N.
,
R74 E., SBM. Sees. 19, 20,
29-32 incl.
:
T. 10
N.
,
p
R. 3 E., SBM, Sees. 1 and 12; T. 10 N.
,
R.
A
E.
,
SBM, Sees. 5 and 6 (camping at start area)
Camping areas will be
designated and marked to 'avoid extensive impact
to resources.
At least four course marshals will be necessary.
3.
T. 11 N., R. A
E., SBM, Si Sec. 16,
SW Sec. 17,
S, Sec. 20, and S-fr
Sec. 21 (ridge east of start area)
To avoid impact to the resources,
the three dirt roads on the ridge
will be blocked and posted as closed; at least one course
marshal will be pro-
vided to keep joyriders off the ridge.
4
#
T. 11 N., R. A
E., SBM. Sec. 17
(transmission
line east of start)
To avoid the hazard of transmission line towers, to keep spectators
off the course, and to moderate
resource impact, special marking
techniques will
be worked out with the permittee. At least two course marshals will be required.
5.
T. 11 N., R. U.,
SBM. Sees. 6 and 7
(Spanish Canyon)
To avoid impact to resources,
the canyon areas to the north of the
start will be closed to vehicular traffic during the duration of the event.
6. T. 12 N. , R. 5 E. , SBM, W&& Sec. 28
To avoid impact to resources, the course segment will be routed

"mile north on existing graded road as designated by BIM personnel in the field.
Lf
I
n
I
04060-SU-133
Attachment C 2
/
5
7. T. 12 N., R. 5 E., SEM, SEJSWj- Sec. 14
To moderate impact to resources, the course must be channelled to
narrow the route to 20 feet through approximately a 1,000-foot area as identified
in the field by BLM.
So T. 12 N., P.
5 E. , SBM, SEJ-SW-foEJ Sec.
14
To moderate impact to resources, the course must be channelled to
narrow the route to 20 feet wide through approximately a 500-foot-long area as
identified in the field by Bill.
9. T. 12 N., R. 6 E., SBM, SWJSVJ Sec. 8
To avoid impact to resources, the course route must be channelled to
20 feet wide through approximately a 500-foot-long area as identified in the field
by BUI.
10. T. 12 N., R.
5 E. , SBM, Sees. 13 and 14; T. 12 N.
,
R. 6 E. , SBM, Sees. 7-18 incl. (west of West Cronese Lake)
To avoid impact to resources, the course route must be marked to attempt
to limit the course width to 100 feet.
11. T. 12 N., R.
5
E., SBM, SEJ Sec. 12 (Cat Mountain)
To avoid impact to resources, the course will be flagged and marked
to channel riders to and over the north saddle; at least two course marshals
will be required.
12. T. 11 N., R. 7 E. , SBM, Sec. 7 (Mojave River Wash)
To avoid course cutting and impact to resources, special care will
be taken to mark and flag the course well. At least two course marshals will
be necessary.
J3 T. 12 H., R. 7 E. , SBM, E-V Sec. 14; T. 12 N. , R. 8 E.
,
SBM, NWj Sec. 18 (Rasor Road Fit Stop)
The course in and out of the pit stop will be closely marked and flagged;
pit crew and spectator areas will be identified and marked; at least four course
marshals will be provided to keep spectators off the course.
14. T. 12 N., R. 3 S. , SBM, Sees. 14 and 15 (SW Soda Lake)
To moderate impact to the resources, the permittee will be required
to channel the course across the fan and through the mesquite dune as identified
0406Q-SU-133
Attachment C3
/5
in the field by BIM. Lath and' flagging will be necessary. Immediately out of the
mesquite dune, the course will be marked and flagged to keep the course on the
existing road to Soda Playa (less than 1/8 mile). The crossing of the old Tonopah
and Tidewater Railroad will be well marked and flagged, and crossing will be
limited to only one location,
15 feet wide. The permittee will provide at least
two course marshals for this location.
15. T. 12 N.
, R.
9
E. ,
SBM,
N-- Sec.
U
(Soda Lake Corral)
To avoid course-cutting, the permittee will provide at least two
course marshals and special care will be taken to mark course well.
16. T. 13 N., R. 9E., SBM, E-M Sec.
33
(E. Soda Lake)
To moderate impact to resources, course will be routed north via
existing road and rejoined with proposed course where identified in the field
by BLM.
17. T.
U
N., R.
9
E.
,
SBM, Sec.
U
(Kelbaker Road Crossing)
\
To protect riders, the permittee will provide proper warning markers .
and two course marshals to function as flagmen.
18. T.
14 N., R.
9
E., SBM, N^ Sec. 11 (1-15 under-crossing)
To avoid course cutting, the permittee will take special care to flag
and mark course well where it crosses under Interstate 15 and runs to the poverline
road. At least two course marshals will be required.
19. T. 15 N.
,
R. 10 E. . SBM, SJr
Sec. 2 Sees. 3-11 incl;
.
Sees. 18 and
19,
NgNWj Sec. 30; T. 15 N. , R. 9 E."
t
Sees.
13 and 24. (S. Turquoise Mountain)
To avoid and/or moderate impact to resources, the course will be
clearly marked and flagged in areas identified in the field by BLM. Use of
existing roads may be required.
20. T. 15 N., R. 10 E., SBM, Si Sec. 2 (Halloran Spring Road Crossing)
To protect riders, the permittee will provide proper warning markers
and two course marshals to function as flagmen. -
21. T. 15 N., R. 10 E., SBM,
U Sec. 2, NtfJNW-jr'Sec.
1;
T. 16 N., R. 10 E. , SBM, SEjSEj Sec.
35, Sec. 36
(Bull Spring Wash)
Route course along existing route as designated in the field by
Bureau of Land Management.
0406Q-SU-133
Attachment C
A/5
22. T. 16 N., R. 11 E. , SBM, SEJ Sec.
33 (Pomona Mine Area)
i
To protect resources and to avoid course cutting, course will be
flagged and marked well and one course marshal provided.
23. T. 16 N.
t
R. 12 E.
t
SBM,
N-fr Sec. 28 and S-jr Sec. 21 (Valley Wells)
Pit area will be well marked and flagged. At least four course
marshals will be provided.
24. T. 16 N., R. 12 E.
t
SBM, *& Sec. 21,
Wfofo
Sec. 16,
NEj Sec. 17, E-fr Sec. 8, wVsec.
A;
T. 17 N. , R. 12 E.
t
SW-j Sec.
33 (Kingston Wash)
Course will be confined to the Kingston Wash bottom and will be
flagged and marked to indicate this requirement.
25. T. 16 N., R. 12 E., SBM, Sees. 7, 8, 17, 20, 21 and 28
(Kingston Wash North)
The course will^be confined to the Kingston Wash bottom and will be
'
.flagged and marked to indicate this requirement.
26. T. 17 H., R. 12 E. , SEM,
N-foft
Sec. 8 (Excelsior Mine Road North)
i
To protect riders, the permittee will provide proper warning markers
and two course marshals to function as flagmen.
27. T.
Y7i: N. , R. 13 E.
t
SBM, Sec. 19 (Mesquite Pass)
To avoid course cutting and impact to resources, the course will be
closely marked and flagged. At least two course marshals will be required.
28. T. 17 N., R. 15 E. , SBM,
N-Jr
Sec. 18 and s Sec. 7 (Stateline Pit Stop)
Pit area will be marked and flagged. At least four course marshals
will be provided.
29. T. 27 S., R. 15 E., MDH, Ej Sec.
A
(Roach Lake Railroad Crossing)
Course will cross railroad right-of-way at existing crossing in
section
A*
Two course marshals will be provided to function as flagmen.
30. T. 26 S., R. 60 E. , MDM| Sec.
9
(Sheep Mountain South)
To avoid course cutting and to reduce impact to resources, special
care will be taken to mark and flag course well. A course marshal will be
provided.
04060-SU-133
Attachment C
5/5
31.
t. 25 S.
t
R. 60 E.
t
MDM, Sp Sec. 22 and Sec. 28 (S. Jean Lake)
Permittee will provide at least one course marshal and closely mark
and flag the course.
32, T. ZL
S., R. 60 E., MEM, Sec. 15
(Frontage Road Crossing)
The permittee will provide warning markers and two course marshals
to function as flagmen.
33i T. 23 S., R. 60 E., HEW, Sec.
9
(County Road Crossing)
The permittee will provide warning markers and two course marshals
to function as flagmen.
34.
T. 22 S., R. 61 E. , MDM, Sec. 19
(Finish)
The finish area will he marked and flagged. Spectator, pit, and camp-
ing areas will he designated. At least six course marshals will be provided.
The spectator parking access dirt routes will he watered an hour^
before and during the arrival of spectators and as necessary to keep the soil
moist. Water will be applied at the rate of 2,000 gallons per acre or more as
determined by the Bureau of Land Management to keep the area free of 'duet during
the period of occupation by spectators.
DIAGRAM OF CAMPING AND STARTING AREA
03 >
CTC+-
O
:* O
3*
M 3
IRT ROA"D
~ 1 <
1/ I &
5/ \>
TO BA.RSTOW
INTERSTATE 15
TO LAS VEGAS
"O-
OLD HWY
91
S
QBE FRONTAGE ROAD
-\ 1
1 1 1 \-
H h
1-
,i. ... ...
H H H 1 1 h
+-|
TELEPHONE
RELAY
STAT I
DIAGRAM OF GAS ST0P.1 -
(PIT AREA)
AT RASOR ROAD OFF-RAMP
'
o p
ro 3
<_rt 3
^BIIBBSB
DIAGRAM OF GAS STOP 2 (PIT AREA)
AT VALLEY WELLS
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Attachment D
Sheet
A/5
Appendix #3
BARSTOW TO LAS VEGAS RACE INJURIES
Ranger Brian Booher met with Larry Fecher, Commander of "Rescue #3"
and Jeff Eastland, the Club's secretary on December 29, 1974, to discuss
the injuries on the Barstow to Las Vegas Race.
Unfortunately, precise data regarding the location of each accident
is not available. Generally, Commander Fecher, felt that the two areas
with the most injuries were the Start and near Basin Road. He attributes
the Start injuries to the nature of a mass start, and those at Basin Road
to the trenches on East Cronese Dry Lake Bed and to his belief that the
racers became more reckless at about that point, trying to get ahead.
Rescue #3 rendered^ first aid to 26 individuals during the race, 9
of which were transported to the hospital by ambulance. Six of the 9 had
possible fractures, two had possible back injuries and one had a possible
concussion. The remaining 17 had injuries ranging from objects in the eye
to possible fractures.
A summary by suspected type of injury follows:
9 fractured foot or leg
3 fractured collar bone
3 fractured arm or hand
2 back injury
1 concussion
7 other minor injuries
1 unknown
Total 26
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RECREATION USE SURVEY
BARSTOW-LAS VEGAS MOTORCYCLE RACE
November 30, 1974
Appendix
#4
Location Hour
Observer
Vehicle
Car
Pickup
Camper
Motorhome
4
-Wheel Drive
Motorcycle
Van
Self Contained
Additional Equipment
Dune Buggy
4
-Wheel Drive
Motorcycle
ATV
Trailer
Other
Vehicle Occupant
Number of:
Adults
Children
Males
Females
Visitor's Occupation
Visitor's Origin (City/State)
Total Visits per year to Desert
Length of Stay 1 Night 2 Nights 3 Nights Other
Activities Engaged In
Crew
Spectator
Participant
Camping
Fun ORVing
Other
Since you have entered the desert area could you estimate how much
you have spent on items such as gas, food, parts, beverages, etc., at
local merchants
$
.
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Appendix #5
NOTES ON EACH OF 26 ENVIRONMENTAL SAMPLING PHOTO PLOTS
DESCRIBED IN THE EIS
ESP #1
-
WEST OF START AREA
Plot #1 has only been slightly impacted; there are a few
motorcycle tracks. However, most of these tracks are probably pit riding
as it is behind the start. Soil samples were taken in these evidentally
"one time" tracks,,
ESP #2
-
IN START AREA
Plot #2 is located up on a hill in a rather sandy soil and
is somewhat uncommon of the start area.
An extra soil plot was taken 300 feet south of Plot 2. This
area is more typical of the start area. The slope here is about 37o. The
plot is about 100 feet south. from the base edge of the sand hill. Although
no "before" plot was taken, this area is visually identical to the soils
in Plot #1. One creosote bush that was hit by a couple of bikes was
collected to determine the productivity of this particular site. The
height of the bush is 2\ feet. This bush was part of a very small ring
(clone) whose diameter was 20 inches. The ring count averaged 29 rings per
inch. Therefore, the origin of this bush was about 290 years old. This
is a moderate growth site. Creosote bushes with 20 rings per inch can be
found in more productive habitats in the Mojave Desert.
ESP #3
-
SOUTHEAST OF START AREA
No other soil sample was taken as the course did not pass
here. The two or three motorcycle tracks apparent in this area probably
are not associated with the race. Originally it was anticipated that the
course would pass this plot after converging from the start. Actually,
the course passed 300 feet north of the plot.
ESP #4
-
CRUCIFIXION-THORN GROVE
The plot was relocated without difficulty, although the
stake was not found immediately. The stake had been crusted over with
a playa like soil. Some motorcycle tracks came right through the plot,
rather than missing it, as planned. Vegetation in this area consists of
very large creosote bushes, crucifixion thorns, some Mormon Tea, and some
burro bushes.
The course here was approximately 560 feet wide instead of
being kept to the existing road. Most of the racers, it appeared, stayed
to the west of the plot and Crucifixion Thorn Grove. The soils to the left
of the plot are rather sandy and rather deeply rutted in places - rutted
to as much as a foot deep. Some Mormon Tea in the vicinity of the plot was
heavily crushed; however, it looks as though the plants will probably
resprout.
Just east of this plot and small little playa, the course
was funneled by natural features, on the east by a hill with rocks jutting
out and on the west by a rounded little hill and a road.
ESP #5
-
WEST OF WEST CRONESE LAKE ON AN UP SLOPE
The plot is located on the south side of this course. It
is located on a terrace covered with desert pavement. One or two of
the tracks do show. However, most of the tracks were found on the north
and east sides of the plot.
following the race. When heavy rainfall does occur, it may bypass the
original channels in several places and make new courses following the
motorcycle tracks. The motorcycle tracks in the majority have cut 6
inches deep. In addition, there are a number of dips which are about 2
feet deep. Several bushes about 2 feet tall and as broad, have been hit
directly. Of these the stink weed and ephedra have been uprooted. This
indicates an impact by several bikes, rather than a single crash.
ESP #13
-
TURQUOISE MTN. ROAD CROSSING
The course here is about 155 feet wide; it is principally
in six main tracks, each of which is about four to six feet wide.
Here, as elsewhere, there are no small seedlings in the
tracks. There are numerous small seedlings under, and encircling for a
short distance, each of the large clumps of bushes.
The creosote bush here is up to 10 feet tall. This height
and presence of desert willow indicates a presence of underground water or
runoff.
ESP #14
-
BULL SPRINGS WASH ROAD
Here the riders apparently stayed on the road, which is about
19 feet wide. Impact here appears slight, perhaps because of these very
well compacted surfaces.
There are no changes in slope past the plot. There appear
to be no new dips in the road.
ESP #15
-
This plot appears to be the same as Plot 14. They stayed
on the road.
ESP #16
-
VALLEY WELLS PIT STOP
The course and pit area completely missed this plot. Soil
pit was relocated here to the pit area as well as some general photos,
but the formal ESP plot was not relocated.
ESP #17
-
SHADOW VALLEY WASH
The total course width here was about 180 feet. However,
it was mostly confined to the 4-to-10-foot
wide deeper portions of the
wash. A couple of individual tracks are visible from the ESP plot. A
second soil sample is located about 100 feet west of the original soil
sample, as the motorcycle riders missed the original plot.
ESP #18
-
EAST OF SHADOW VALLEY ROAD CROSSING
/
The course here was confined to the bottom of a depression
or wash which was about 8 feet across.
ESP #19
-
KEANY PASS DIRT ROAD
The course here appears to remain entirely on the 19-foot
wide road.
ESP #20
-
STATE LINE PITS
It is very difficult to tell where the motorcycles came on
the ground. It's also very difficult to tell where the pit crews were.
It apparently rained quite heavily, as there were still puddles of water.
The surface has dried considerably and there are some tracks
that have come since the race that are, no doubt, not associated with it.
From aerial oblique photos of the spectators it was determined
the race course entered the dry lake surface over one mile earlier than
anticipated and plotted on the EIS maps.
The course here averages about 360 feet wide. There are
two large arrows with lime directing the riders toward a small saddle.
The riders stayed toward the northern arrow for the most part,, Coincident-
ally, the soil surface on the north side has fewer rocks.
Between Plot 4 and Plot 5,
the course follows a wash and
gently sloping bajada. On this slope numerous tracks are apparent, but
when Plot 5 was originally located there was only one apparent road. In
fact, in much of this area the course is confined to four or five narrow
paths. This is apparently due to the fairly large number of 8 to 12 inch
diameter sharp rocks throughout the area.
After a few motorcycle riders pass, the rocks get strewn
aside and pave the way for later riders. The vegetation in this area
\
was already sparse and consequently very little -of it appears hit. The
creosote bushes that were hit appear to be only damaged and may resprout.
ESP #6
-
WEST OF WEST CRONESE LAKE ON A DOWN SLOPE
Plot number 6 was very easy to relocate as the post was
located just east of a
12"
high rock. Motorcycle tracks passed on either
side of the rock; in fact, the rock was large enough to cause them to
diverge. The course here begins downhill after riders have been confined
by a rather narrow path. The course is widened after passing the top of
the hill and beginning down. The increased visibility at the top encourages
passing, thus cuasing a widening of the course.
The course is approximately 480 feet wide at this point. The
use appears to be concentrated on approximately 15 trails. Here again,
as in Plot 5,
there are numerous six-to-twelve-inch diameter rocks, and also
rather large shrubs that would tend to concentrate the riders.
ESP #7
-
WEST EDGE OF WEST CRONESE LAKE
Plot number 7 was located along a formerly used track.
However, it was not used this time. The actual race course went to the
south, about a quarter of a mile from this track. There are some tracks
in this vicinity. However, it is unknown whether they were associated
with the race.
Also, between Plot 6 and Plot 7,
the churning of the soil
was quite apparent and the rain that occurred after the race does not
appear to have completely settled it.
ESP #8
-
NORTH EDGE OF EAST CRONESE LAKE
The course here is as wide as 180 feet. However, most of
the riders were apparently concentrated on a 15-foot wide course. Perhaps
no more than 20 tracks occurred outside of this narrow band. Less than
a quarter of a mile to the north, the riders have been concentrated to a
trail less than 10 feet wide.
ESP #9
-
EAST OF MOUTH OF AFTON CANYON
The racer here was confined to the dirt road which averages
24 feet wide.
ESP #10
-
EAST OF RASOR PITS
Plot #10 is located just northeast of the road. The race
appears to have run on the wouthwest side of the road and plot. It did
not run east of the plot, as scheduled. Last year's course ran on the
east side.
n
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It is very difficult to surmise whether the visible tracks
are part of the course or part of the pitting. The width of the course
itself is difficult to calculate on the ground. A check with aerial photo-
graphy of the pit area confirmed that pitting occurred this far along
the course. Soil samples were taken along the track that was in the pit
area.
ESP #11
-
WEST SHORELINE OF SODA LAKE
This is an extremely sandy hummock. Numerous plants have
sprouted about two weeks ago (12/1/74),
probably after the first rain,
which occurred before the first race. These seedlings have been destroyed,
that is, completely eliminated on all of the motorcycle tracks.
A soil plot here was taken after the motorcycles have come
down off the sand hummock and are on the sand flat. There are numerous
tracks in the area. The width of the course right at the plot is about
130 feet. Immediately prior to the plot, the course is narrowed to about
70 feet by large, rather impenetrable thickets of mesquite.
After the plot, the course turns and widens considerably.
Encelia plants were recorded when the plot was originally located. However,
they were not discovered on the first remeasure. Near the south gate of
Fort Soda Area, there are some very deep dips where, before the race, the
road was smooth. Depth of the dips was estimated to about 3 feet. In
addition, farther ahead on the course where it crosses the old railroad
grade, this year's race has cut a trench through the grade about two to
three feet deep. Three extra photos were taken in this area - one to show
the dip, another to show the section of the road that appeared roughly as
it did before the race, and a third to show where the course passed over
the railroad grade.
ESP #11A- EAST OF SODA LAKE
This plot occurs where the course leaves the Soda Lake
Playa and begins to climb at about 10% on a sloping bajada.
The course here is 75 feet wide and it appears a bit sandy;
however, it is crusting at the surface. There is no vegetation in the
tracks themselves. There are numerous seedlings covering all of the soil
away from the tracks. All seedlings were destroyed in the fresh motor-
cycle tracks.
In addition to the atriplex listed in the original plot
/
record, there is also creosote bush in this area. Two to three hundred
feet past the plot, the course widens to about 150 feet... It is still
climbing at around 10?o grade. There is evidence of a number of bushed being
crushed. This widening occurs after they have passed the rocky hill that
probably confines them at the plot. Rather than following 5 to 12 distinct
tracks, the tracks essentially create a hundred foot or more wide swath
across the desert. Dust probably caused riders to pass and widen the course.
The soil samples were taken in an area that appeared to have
been on last year's race course as well.
ESP #12 - NARROW WASH
Here the course was confined to a width of 28 feet Just prior
to the plot
- about a 100 feet - the course is widened by a few errant tracks
to as much as 110 feet. Even though there are several 2-to-3-inch deep wash
drainages crossing the course, no washing is apparent from the light rain
ESP #21
-
ROACH LAKE
The course is about 25 feet wide here. It leaves Roach Lake
where it was constricted to about 10 feet wide. Two hundred feet ahead
of the plot the course widens to approximately 30 feet. The soil sample
was taken about 100 feet east of the stake, in the middle of the course.
ESP #22
-
WEST BASE OF BEER BOTTLE PASS
Here the course is extremely narrow, about 4 feet wide.
However, there's evidence of a four-whell drive vehicle coming up behind
the motorcycles, which has probably produced more damage to vegetation
along the side than the motorcycles.
ESP #23
-
EAST OF BEER BOTTLE PASS
The course 100 feet before the plot is approximately 9 feet
wide. It splits and goes on 2 sides of the plot where they are 6 feet
wide each. The "whoop-dee-doos" (alternating ridges and depressions caused
by the motorcycles) are approximately 2 feet deep. They extend several
miles until about one-half mile from Jean Lake.
ESP #24
- JEAN LAKE
The total width of the course here is about 90 feet. However,
the biggest concentration of tracks occurs around 25 feet wide. Numerous
plants appear to have been crushed during the race. Most of these plants
are Russian thistle.
ESP #25
-
WEST OF FINISH
The course here appears to be about 120 feet. Although it
has rained here, the most recent tracks appear to be lighter color and less
consolidated on the surface. There is no young seedling growth here,
either on the course or off. This was also true of the Jean Lake and
East Beer Bottle Pass Plots. The creosote bush in the area are seldom
over 18 inches tall. It is generally a bleak-looking site. The power
tower was inadvertantly omitted from the first photo series.
ESP #26
-
The soil churning and vegetation removal here was so
drastic as to require over one-half hour to relocate the ESP Plot Center
Post.
Appendix #6
rSD-TR-75-1
DUSTFALL STUDY OF THE 1974 STUDY
MOTORCYCLE RACE, BARSTOW TO LAS VEGAS
Mark L. Villalobos,
Technical Services Division
February 22, 1975
SAN BERNARDINO COUNTY
AIR POLLUTION CONTROL DISTRICT
172 W. 3RD STREET
SAN BERNARDINO, CALIFORNIA 92401
FORWARD
This Technical Report was prepared by the San Bernardino Air Pollution
Control District. The report describes the Experimental Plan, Equipment
and Data collected in the monitoring of the Barstow
-
Las Vegas Motorcycle
Race on 30 November 1974. The work was performed between 25
November
1974 and 31 January 1975.
APPROVED:
DONALD M. THOMAS
Air Pollution Control Officer
San Bernardino County
Air Pollution Control District
172 W. 3rd Street
San Bernardino,
California 92401
Date:
ACKNOWLEDGEMENTS
The author wishes to acknowledge the considerable efforts of other
members of the San Bernardino County Air Pollution Control District
staff that were involved in the photography, planning and gathering of
data and critique of this dust study report.
APCD STAFF
Dr. Hugh E. Malone, Chief Technical Services Supervisor
Roy L. Pitts, Instrument Technician
Timothy D. Porter, Student Aide
Thomas 0. Pousey, Student Aide
Robert
J.
Sipchen, Instrument Technician
Dr. H. Kendall Wilcox, Chemist II
The federal personnel on duty, the day of the race, from the Bureau
of Land Management were also most helpful and deserving of recognition.
TABLE OF CONTENTS
I. OBJECTIVE
II. BACKGROUND
III. EXPERIMENTAL
A. SAMPLING PLAN
1. SAMPLING SITES ALONG RACE COURSE
2. BACKGROUND SITES NOT AFFECTED BY THE
COURSE
B. LOGISTICS
IV. DISCUSSION
A. A. I. S. I. DATA
B. HIGH VOLUME SAMPLER
PAGE
1
1
2
2
2
3
4
5
6
6
V. SUMMARY
13
LIST OF TABLES
TABLE .
PAGE
I. EQUIPMENT AND SAMPLING SITE PLAN 5
II. EXPERIMENTAL DUSTFALL
6
III. A. I. S. I. TAPE SAMPLE
7
IV.
24 HR. HIGH VOLUME SUSPENDED
7
PARTICULATES
V. CONTROL GROUP DUSTFALL 9
VI. SUMMARY OF DUSTFALL DATA 10
VII. COMPARISON OF VIRGIN BACKGROUND
TO CONTROL GROUP
11
MOTORCYCLE RACE BARSTOW TO LAS VEGAS DUSTFALL STUDY
I. OBJECTIVE:
To monitor the dustfall particulates and carbon monoxide produced by
the Barstow to Las Vegas motorcycle race on November 30, 1974 and
to assess the impact of dustfall on the desert community.
II. BACKGROUND
The San Gabriel Valley Motorcycle Club has conducted an annual cross
-
county race each year for the past eight years. The race, with 3,000
participants, begins about 25 miles NE of Barstow and crosses Highway
15 four times before terminating after 168 miles, approximately five
miles South of Las Vegas. Three pitstops, located approximately 40
miles apart, afford maintenance, for the race participants. An Environ-
mental Impact study dated October 1974, was prepared by the Bureau of
Land Management (BLM). The San Bernardino County APCD's contribu-
tion to this Impact Study recommended that the race should be disallowed.
The APCD position was in agreement with the authors of the BLM. Environ-
mental Impact Report. In spite of these recommendations, permission
to hold the race was granted. The APCD Technical Services Division was
alerted on Nov. 21, 1974 that monitoring support for the race might be re-
quired. Mr. Gilliksen (BLM) called on Nov. 22, 1974, and was referred
to Mr. C. A. O'Malley, (Ass't APCO) and in turn, the Board of Supervisors,
for approval in providing support for the race. The Board of Supervisors
approved monitoring support for the race by APCD personnel on Nov. 25,
1974.
On December 30, 1974
,
DONALD M. THOMAS (Air Pollution Control
Officer) communicated to the Board of Supervisors the status of the APCD
imput on the Barstow to Las Vegas Motorcycle race. (Interim Progress
Report on Data Analysis from Motorcycle Race
-
Barstow to Las Vegas).
It recommended that a final report was to follow after all the data had been
collected and analyzed.
Fifteen sampling sites were selected at the start of the program. Ten sam-
pling sites were selected to measure the dustfall from motorcycles and other
vehicles involved in the race. Five sample sites were located to exclude the
effects of motorcycles and off road vehicles of this particular race. Of the
15 sampling sites only nine of the former and two of the latter survived
the
duration of the program. Four sampling sites were
vandalized;
however, enough samples were available to give some degree of repre-
sentation to the areas of interest.
III.
EXPERIMENTAL:
A preliminary survey of the race course was conducted to
stategically
locate the best sampling points that would reflect the various degrees
of dustfall particulates that result from Motorcycles and off road ve-
hicles associated with the race. The following points were considered:
1. Location of electric power.
2. The proximity to the race course and pit stop area.
3. The
location in relationship to human activity; homes, camp ground,
roads, etc.
4. Access to main roads for easy maintenance of stations.
5. The influence of the topography and prevailing wind conditions.
A. SAMPLING PLAN :
Ten
experimental sample points were selected for dustfall dustjars.
Five background sample points were selected to gather background data
that was not affected by the Motorcycles or other off road vehicles from
the particular race or activities on 30 November 1974. The ten experi-
mental locations are as follows:
SITE NO.
SAMPLING SITES ALONG RACE COURSE
1. In contestant's campground about one mile north of highway 15
and
about 200 yards west of Alvord Road.
(Campground)
2. About 100 yards west and behind at the end of start line to the west
of Alvord Road. (Start line)
3. About one half mile east of start line on third high voltage tower
no. 110. 2. (Tower #3)
4. About 2 miles east of start line and the 12th tower number 128. 5.
(Tower #12)
5. On the southwestern buttress of the overpass on Wash where the
Motorcycle course crosses highway 15, near Basin Road. (S. W. Basin Rd.
)
3
-
6. About 100 yards from Basin Road on opposite bank of Wash, from #5.
(N. E. Basin Rd)
7. On top of shed roof by Chevron Gas Station on Rasor Road near Pit
Stop. (Rasor Rd.
)
8. At Valley Wells Pit Stop about mo miles west of Cima Road at base
of hill near pit stop area camp. (Valley Wells Pit)
9. At Valley Wells Rnnch about 2 miles north of Highway 15 parallel to
Motorcycle Course. (Valley Wells Course)
10. At Valley Wells Ranch about 1/2
mile north of Highway 15, inside ranch
property near bybungalow. (Valley Wells Ranch)
BACKGROUND SITES NOT AFFECTED BY THE RACE
11. About 100 yards east of Alvord Rd. near Alvord mountain mine.
(Alvord Mine)
12. About one mile south of Yermo Road and two miles west of Fieldroad.
(Field Rd.
)
13. About 1/2 mile from campground nearby dirt roads and old motorcycle
trails in Afton Canyon. (Afton Canyon)
14. About three miles from Highway 15 turn-off in Mountain Pass Area south
of Highway 15. (Mt. Pass)
Background samples site were selected to evaluate our controls. Sample
site #12 Field Rd reflected the virgin state and sampling site #13 Afton
Canyon, reflected the denuded state. Sample site #12 was located in a re-
latively flat area. There were no obvious signs of off- road vehicles. The
creosote bush displayed even growth and the ground was covered with a deep
layer of fine gravel. A ratio between the virgin site dustfall and each control
site dustfall was compared.
Sample site #13 in Afton Canyon reflected the adverse conditions. It was
located by a dirt road in an area that had been denuded by off- road vehicles.
The immediate area had larger vegetation and was more humid. However,
it was surrounded by hills that were crisscrossed by a high degree of off- road
past activity and some non-paved traffic in present use.
D
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*
Preliminary results were obtained from the experimental group by-
gravimetric analysis of:
(1)
Dustfall jars
(2)
A. I. S. I.
(3)
High Volume Sampler filter of suspended particulates
(4)
Grab samples for carbon monoxide
(5)
Weather observations by an MRI instrument
The experimental period consisted of a brief exposure of dustjars before the race
during the race, and a brief exposure after the race. This varied from
3. 5
-
22.0 hours. The control group period consisted of the continued
exposure of dustfall jars after race and after the experimental dustfall
jars had been gathered. This period varied from
3-6 weeks, for dust-
fall jars only!
*(1) Dustjar- Plastic jar with 6. 5 in. mouth opening and 3. 5 liters capacity
filled to adequate level with .
1%
formaldehyde and distilled water,
measures
Tons/sq. mile/30 days
(2)
A1SI
-
American Iron and Steel Institute type spot evaluator manufactured
by Research Appliance Co. , Allison Park, PA. measures coefficient of
haze.
(3)
High Volume Air Sampler
- 8"
x
10"
glass fiber filter type "A" 24 hrs.
suspended particulates measured in ug/rrA
(4)
Drager type colorimetric indicator tubes sensitive to carbon monoxide
2-4 parts per million.
(5)
MRI
-
Meteorological Research Institute
-
Portable weather station and
recorder of wind direction, average wind speed, and air temperature
measurements.
B. LOGISTICS :
The evaluation of the pollutants from 3000 motorcycles along a 180 mile
course in a remote area dictated the use of the following test equipment:
1. Thirty standard dustfall jars.
2. Fourteen dustjar stands and holders.
3. Three High Volume shelters.
4. Three High-Volume filters with timers
5. Three A. I. S. I. tape samplers.
6. Two AC 110 volt generators.
7. One Bendix hand squeeze-pump kit.
8. 10 Carbon Monoxide Draeger tubes (colorimetric
indicators)
9. One. four wheel drive off-road vehicle and one standard pick up truck.
IV. DISCUSSION:
The sampling site locations and the sampling equipment located at these
sites are shown in Table. I.
TABLE I
EQUIPMENT AND SAMPLING SITE PLAN
SAMPLE LOCATION DUSTF
NO. JAF
1 Campground X
2 Start line X
3 Tower #3 X
4 Tower #12 X
5 S. W. Basin Rd. X
6 N. E. Basin Rd. X
7 Rasor Rd. X
Valley Wells Pit X
9
Valley Wells Course X
10 Valley Wells Ranch
X
11 Alvord Mine X
12 Field Rd. X
13 Afton Canyon X
14 Mt. Pass X
DUSTFALL HI- VOLUME A. I. S. L CO MRl
FILTER TUBE WIND
X
X
X
X
X
X
X
X
Table II represents the results of the experimental samples, dustfall tons/sq. mile/
30 days. It also shows the variable exposure time and concentration in tons/sq. mile
hour. Data from the 1966-1968 San Bernardino County APCD Annual Reports shows
Barstow to have a maximum of . 229-270 tons per square mile per hour.
I
TABLE II
EXPERIMENTAL DUSTFALL
mMPLE
MTE
NO.
DESCRIPTION EXPOSURE
HOURS
TONS/SQ MILE/
HOUR
TONS/SQ MIL
30 DAYS
1
2
3
4
5
6
7
8
9
10
Campground
Start line
Tower #3
Tower #12
SW
Basin Rd.
NE
Basin Rd.
Rasor Rd
Valley Wells Pit
Valley Wells
Course
Valley Wells Ranch
20.0
3.5
3,
21.
3.
7
4.
6.0
6.0
22.0
5
5
5
7.5
5.4
24.3
6.2
15.6
7.0
4.2
1.4
3.3
1.6
5,400
3,888
17,496
4,464
11, 232
5,040
3,024
1,008
2,376
1,152
Calculation: example Dust collected during experiment *(f)(24)(30) =
Tons/sq mile/3C
experiment exposure hours.
The maximum normal dustfall encountered in the Barstow area is 165-195 tons per squar
mile per month.
*(f)
=
factor for conversion of grams to tons for 6.
5"
wide mouth jar.
A. I, S. I. DATA
AISI tape samplers were set to obtain a sequential sample every two hour's wi
a three minute lapse time. The instruments operated for a brief period before the race
during the race and brief period after the race.
Table III showed the average peak dust concentration to be from 3-5 times greater durin;
the time of the race.
HIGH VOLUME SAMPLER
Table IV shows the suspended dust during the race and one day afterwards for
two stations. We failed to obtain a satisfactory sample at site No. 3. The R.asor Road
site showed no change.
TABLE III
A. I. S. 1. TAPE SAMPLE
SAMPLE
DESCRIPTION OF AVERAGE
PEAK 30 NOV 1975
SITE
NO.
LOCATION
(COEFFICIENT
OF HAZE)
(COH)
COH
1
3
Tower #3
.25
1.2
i
between 0700 hrs.
0900 hrs. '
7.
Rasor Rd
.20 .50
between 1100 hrs.
1200 hrs. '
10.- Valley Wells Ranch .25 .70 between 1506 hrs.
1712 hrs. '
f Coefficient of Haze) 1 COH Unit
=
That quantity of particulate matter (e.
g.
dust)
which produces an optical density of . 01 on filter paper.
. TABLE IV
24 HR. HIGH VOLUME SUSPENDED PARTICULATES
SAMPLE
SITE
NO.
DESCRIPTION OF
LOCATION
ug/m
3
DURING RAC
3
7
10
Tower #3
Rasor Rd
Valley Wells Ranch
No Sample
176
158
ug/m"
3
AFTER RACE
1 DAY LATER
No Sample
180
94
State standard not to exceed 100 ug/m
3
The geometric mean for Barstow for 1975, and 1974 was 74 and
104 ug/m
3
.
-
8
Grab samples for carbon monoxide were taken where there was evidence of
dense vehicle traffic. Draeger type tubes with special colorimetric indicators
sensitive to
2-4 ppm carbon monoxide were used.
Tests were conducted during the start of the race and performed over a time
span of 12 minutes around the immediate periphery of the starting area and
the road bisecting the camp area. Similar tests were taken at the Rasor Road
Pit Stop area about 12:00 hours, a period of peak activity. The average read-
ings were less than 12 ppm CO. Thus, the State ambient air quality standard
for CO of 40 ppm for one hour, were not exceeded.
Table V, VI, and VII present the control data (affected by the race) and back-
ground data (unaffected by the race). Table V shows the control group exposure
for 120, 384 and 480 hours after the race and the total dustfall in tons/sq mile
for 30 days. The data shows a wide range of dustfall concentration for the
various sampling sites.
Sampling sites #2, #6 and #7 are approaching the same as the background levels
shown in Table VII for the background Sampling Site #12. Sampling Sites #1, #3,
and #4 are from 4 to 6 times greater than the background levels. Sampling Sites
#9 and #10 are from 18 to 30 times greater than the background levels. Sampling
Sites #9 and #10 were located in inhabited areas, with unpaved roads, where
livestock browsed and were essentially free of vegetation.
Table VI presents a summary of the experimental, control and background dust-
fall data. The column marked "combination" was obtained by using the equation
at the bottom of Table VI and represents the total dustfall tons per square mile
for 30 days during and after the race.
The column marked "Impact of Race" represents the percent increase per month
of dustfall. For Sampling Sites #9 and #10 the race had little or no effect on in-
creasing the dustfall per month while for Sampling Site #4 the race increased the
dustfall by 48%.
The Index of Background is the numerical data for Table VII. This data was com-
piled by ohiaining a ratio of the background dustfall data of 41. 8 tons/sq. mile/30
days (Sampling Site #12) to the data from each of the ten control Sampling Sites.
For example:
Control =
R : Index
=
R
-
1
4. 4
-
I
=
3. 4
Backg]round
185
=
41.8
4.4
;
Table VII presents a graphical representation of the increase of dustfall con-
centration above the background for each of the ten Sampling Sites.
TABLE V
CONTROL GROUP DUSTFALL
4PLE
DESCRIPTION EXPOSURE EXPOSURE EXPOSURE TOTAL DUSTFALL
LOCATION DEC 4 DEC 20 JAN 9 EXPOSURE TONS/SQ. M
HRS. HRS. HRS. HRS. 30 DAYS
Campground 119. 8 384 480 984 185.0
Start line N. S. 480 480 50.4
Tower #3
119.6 384 504 306.7
Tower #12
120.0 384 504 180.
SW Basin Rd 120.0
120 306.7
NE Basin Rd 120.0 384 480 984 61.9
Rasor Road 120.0 384 480 984 46.1
Valley Wells Pit
Destroyed No Sample
Valley Wells
Course 120.0 384 480 984 814.0
) Valley Wells
Ranch 120.0 384 480 984 1,334.1
BACKGROUND GROUP DUSTFALL
Alvord Mine
Field Rd
Afton Canyon
Mt. Pass
Calculations: example Dustfall
Destroyed No Sample
384 480 864 41. 8
384 480 864 501. 1
Destroyed No Sample
Total dust collected grams (f) (24
x 30)
= tons/sq. mile/30 days
Total exposure hrs.
TABLE VI
SUMMARY OF DUSTFALL DATA
SAMPLE LOCATION DUSTFALL DUSTFALL DUSTFALL IMPACT OF INDEX OF
NO. TONS/SQ. TONS/SQ. TONS/SQ. RACE
%
BACKGROUND
M1LE/30DAYS MILE/30DAYS MILE/30DAYS increase per
Brief exposure After race only combination month
during race 3-5 weeks during & after
"A"
(EXPERIMENTAL)
"B"
(CONTROL)
race 3-6 wks.
1
Campground 5,400 185.0 225.4
19% 3.4
2 Start line 3,888 53.4 79.9
36% . 2
3 #3 Tower 17,496 306.7 425. 5 27% 6.3
4 #12 Tower
4,464 180.0 347.8
48% 3.3
*5
SW Basin Rd 11,232 306. 5 688.3
55% 6.3
6 NE Basin Rd 5,040 61.9 97.9
36% .4
7 Rasor Road 3,024 46.1 59.8 22% 1
3 Vallev Wells Pit 1,008 No Sample N/S N/S N/S
9 Valley Wells Course 2,376 814.0 836.0
3% 18.4
10 Valley Wells Ranch 1,152 1,334 1461.
9% 30.8
11 Alvord Mine No Sample N/S N/S
12 Field Road
41.8
N/A 0. Contrc
13 Afton Canyon
501.1
'
N/A 10.9
14 Mt. Pass
No Sample N/S N/S
Calculations example : = Total dust collected in "A" & "B" (f) (24)(30) = tons/sq. mile/30 days
of Combination Dust- Total exposure hrs. from Table II & V
fall during & after
Race
*NOT INCLUDED IN AVERAGE
Total effect of Race on Dustfall concentration for one month (30 days) was 30% above normal background.
10
9.-
8-
7-
TABLE VII
COMPARISON OF VIRGIN BACKGROUND TO CONTROL GROUP
(AFTER THE RACE: EFFECTS OF TOPOGRAPHY & WEATHER)
ul//////[ Area of least damage approximates background
Area undergoing natural repairs
Area of irreversible damage
KI8-4 *&>:0-
.1
' '.','
BACI< GROUND IN VIRGIN ATE//' 41. Stons/ sq
7
%
10
SAMPLE STATION NUMBER LOCATION
Historical data taken from 1966
-
1968 San Bernardino County APCD Annual
Reports indicate that the maximum dustfall normally encountered in the
Barstow station is 165-195 tons per square mile per month.
(2. 9
-
3. 6 on Index)
-
12
IV. DISCUSSION (CONTINUE)
The amount of dustfall contributed by 3000 motorcycles and probably
2000 vehicles such as dune buggys, campers, trucks, automobiles
and numerous campfires was very high. Within three to four hours
the concentration of dust was six to ninety times higher than the norm
for the area. The peak concentration of dust could be one thousand
times higher during the first fifteen minutes of the race when a cres-
cendo of dust was reached. However, the sampling devices could not
substantiate this. The meteorological measurements indicate that the
.
race was favored by weather conditions
-
During the race (0700-1000 hr)
the wind didn't exceed three miles per hour; The predominant wind
direction was from the east. Favorable weather conditions allowed the
dust to settle quickly. The Dustjars cannot substantiate the amount of
suspended particulates (minus 30 micron particle). However some un-
known degree of suspended particulates are created as a result of man-
made activity. The monitor high volume air samples at the Barstow
station for suspended particulate did not indicate any increase in sus-
pended particulates. In fact Barstow still remains
as one of few station
in San Bernardino County that does not exceed the state standard of
.100 ug/m
3
.'
The location of the dust-jars are more important than exposure time
when relating to a short term effect.
'
For example station #4 (four)
collected much more dust than station #3 (three) because the former
was located where the contestants converged under the high tension
power line part of course. However, inorder to express results in
concentration it is necessary to normalize exposure time (station #3
exposure 3. 5 hours vs. station #4 21 hours). Since concentration is an
inverse function of time, a very brief exposure will cause a greater
bias to the control. Therefore sample No. 5 (SW buttress on bridge on
Highway 15 and Basin Road Wash) of the control group will be excluded,
it had only 120 hours exposure.
The total combined dustfall, tons/sq. mile/30 days during and after the
race, was obtained by combining all the analytical weights of the experi-
mental sample and control then dividing by the total exposure. All re-
sults were expressed on a 30 day basis. The average percentage increase
of the affected stations (1-7) was 31%
Station 9-10 at Valley Wells were af-
fected only by 3 and
9%. By comparison the Motorcycle race made an
impact on the first stations and no considerable impact to the Valley
Wells area. The topography, degree of denudation, the lack of paved
roads, live stock raising, the activity of other vehicles, and high winds
tend to elevate the normal dust fall more than the motorcycle race.
p
-
13
-
VI. SUMMARY
1. Ten Sampling Sites were selected along the race course and a
m
set of two dustjars were placed back to back at each site.
2. From each set, one was used to obtain the dust during the race m
which was as high as 17,496 and as low as 1,008 tons/sq. mile/
30 days.
3. From each set, the other dustjar was used to obtain dust for about
30 days which was as high as I, 334 and as low as 46. 1 tons/sq. mile/
30 days. m
P
4. The impact of the Barstow
-
Las Vegas Race to the normal dustfall
of the affected area is about
30% for one month.
5. The Valley Wells Community (inhabited area) reflects the worst
dustfall conditions, which cannot be attributed to the Motorcycle
race exclusively. The impact due to the race is less that
10% in
this area.
Lj
I
I
6. The tower #12 Sampling Site (uninhabited area) reflects the worst
effects from motorcycles all converging on a small area
(48%).
7. Conditions after the Race
-
Some areas approximate the monthly
dustfall concentration of the natural background; others reflect
that they are undergoing natural repairs. The Valley Wells area
reflects irreversible soil damage that existed before the race..
8. Suspended particulates (Particles less than 30 microms) .
The high volume air dust sample wa$ 1. 5 times greater during the
race than one day after the race at Valley Wells. There was no
significant change in suspended particulate at the Rasor Rd. Site.
9. All carbon monoxide emissions were below thestate standard.
u
r~i