(Music control is at the bottom of the page.)
An informative and useful discussion of 50 commonly asked questions (Music control is at the bottom of the page.)
Mahogany Flat Campground, Panamint Range, Basecamp for Telescope Peak
A note to explain the lack of typical terminology in the following questions: In my world of backcountry exploration, there is no such thing as the commonly named SUV. Out here in the Death Valley territory, we drive BEVs (Backcountry Exploration Vehicles).
Journal Entry: Day Five - April 20, Tuesday Now, this is a truly isolated and lonely trail, one where meeting another human is rare. Few places in western America offer this much solitude for the outback adventurer. I have just topped Steel Pass a few miles back, over 5,000 feet above sea level, and am now heading down into primal Dedeckera Canyon. I can see just a glimpse of the awesome Eureka Sand Dunes through the canyon mountains ahead, and plan on making tonight's primitive camp there. These dunes are almost 700 feet high, and sing when it's windy. The trail is easy driving here, but once inside the tight confines of the narrows, that will dramatically change. I shouldn't be out here alone, but what's life without a little challenge and uncertainty now and then? The four rock ledges and dryfalls in this canyon spook most folks, but only serve to beckon me onward. Skies are becoming increasingly cloudy today, yet I doubt rain will fall. I couldn't ask for more pleasant temperatures, a far cry from the warmer air in the sink of Death Valley.
My husband and I want to explore some ghost towns and mining camps in the Death Valley region. We have a 4x4 and don't mind taking it on dirt trails, but want to avoid really nasty roads. What are your suggestions?Death Valley National Park offers some truly awesome places for history buffs like yourselves, and the good news is that many of the locales are quite easily accessible for folks in 4wd rigs, and those with a sense of adventure. Here are my top picks for ghost camps and towns that can be visited by the average backroad driver. I will list only those places where actual ruins can be seen and explored, and skip places where nothing remains but memories. Not far south of Furnace Creek visitor's center, you'll find the Inyo Mining relics near the eastern end of the Echo Canyon road. It is very popular because it can be a day trip for those staying at Furnace Creek campgrounds. North of Furnace Creek, and northeast of Stovepipe Wells, is a great ghost town called Chloride City. The roads are fun to drive, and the relics just go on and on over the hillsides and around the curves. Also in that area, below the cliffs, is the Keane Wonder mine and its tramway. It can be accessed prior to the cutoff to Chloride City, which is farther on. South of Stovepipe Wells village is the successful and famous ghost town of Skidoo. The town itself is long gone, but the mining relics still exist for the adventurous to discover. If you travel farther south from Skidoo, into the Panamint Valley, you can access Clair Camp by driving up Pleasant Canyon. This is one of the best to see in my opinion, but access is via a road that can be a little tougher, although it is often no harder than class 2 or 3. Of course, if you go to Clair Camp, you'll pass right through another neat GT called Ballarat - can't miss it! Also consider the Cerro Gordo mining camp west of Lee Flat, and Rhyolite in Nevada. Be sure to read up on the history of each place prior to your visits, so that you'll appreciate what happened in those old towns of yesteryear. On the A-Z Guide, I offer a little info, but by reading Richard Lingenfelter's book, Death Valley and the Amargosa, a Land of Illusion, you'll have a far greater insight than I can provide. Happy ghost town hunting!
What's the best hike in Death Valley National Park?
Wow, that's a tough one to answer! There are many, and it may depend on what type of terrain you most enjoy. Hiking in the Death Valley territory is rugged, and provides a different feel than what many folks may be used to experiencing. Due to the Park's immense size, driving is required to access a variety of the hikes, although a fair number of them are centered around Stovepipe Wells and Furnace Creek visitor centers. Like tight canyons? Try Mosaic and Grotto Canyons near the Stovepipe Wells village. Like high mountains? Try Telescope and Wildrose Peaks if you are in superb physical condition. Like pure desert? Try hiking to the lowest wild place in North America, Badwater Basin. Like what many folks would term badlands? Try Golden Canyon to Zabriskie Point, not far from Furnace Creek, or Natural Bridge a little farther south. Like hidden lush waterfalls? Try Darwin Falls. You can find several great hiking guidebooks at the online bookstore for the Death Valley Natural History Association by clicking here. See the A-Z Guide on this website for more in-depth discussion of numerous hikes in this National Park, or visit the Hikes page.
I have heard there is a lake in Death Valley, but I find it hard to believe. How could this be?
Depending on the weather circumstances of the particular year, you may well find a shallow lake at Badwater Basin in the central valley. Heavy rains, especially in August, can cause the basin to fill with water runoff from the surrounding mountain ranges, since they are so dry and have little vegetation to restrain the flow. And if you were here a few thousand years ago, you would have witnessed a massive lake that was quite deep, covering most of the valley floor. Native people camped along its shores. Nowadays, if you come at the right time, you can kayak at 282 feet below sea level, in the shadow of a peak 11,331 feet above you to the west. Death Valley is truly a fascinating place with many surprises. It is a land of mystery and unique beauty. Believe what you hear ... visit soon, and add your own history.
Do you have a favorite road and area you prefer to visit on your trips?
Like the hiking question above, there are no easy answers to that. On this website and in the journal, I have attempted to discuss this question in greater detail, however, I'll give a few quick thoughts here (and they may differ from what I said elsewhere because I really love this whole region). One area no one should miss is The Racetrack. The moving boulders are always fascinating to see and photograph. The drive is relatively easy (if you don't get a flat tire), and it can be done in a day. I also enjoy the Chloride City and Cliff area quite a bit, as the road is fun to drive and offers a moderate challenge to the adventurer. History and views are worth your time. While in the Chloride area, don't miss Monarch Canyon! Gold Valley is a secret hide-a-way that few realize is day's trip out of Furnace Creek. The road is a little more challenging, but the seclusion and ambiance of this mountainous desert atmosphere is soothing to the spirit. I'll finish this question with another favorite of mine, Dedeckera Canyon. It's for more advanced drivers and outback adventurers, but certainly a must-do if you qualify. The Eureka Dunes National Natural Landmark is also close by, and a great challenge if you want to hike to a very high place on sand. Check out the Trails and A-Z pages for more information.
How often do wildflowers appear in Death Valley?
You will find the beauty of wildflowers within Death Valley National Park every year. The question is how plentiful they will be. As is the case with the sometimes seasonal lake around Badwater, it depends on how much rain occurs that year. After heavy rain years, such as that experienced so notably in 2004, the valleys and mountains will be painted with delightful wildflowers as far as the eye can see, in a range of colors. What draws the most tourists is when the areas around the salt flats of Death Valley proper get a significant crop of these flowers. For many folks, it seems incongruous to see millions of flowers in a land they have traditionally perceived as barren, so it always makes headlines when it looks like the photo on the photos page. Even in drier years though, there are still wildflowers each spring. I have seen gorgeous displays of them on the Wildrose Canyon road, and they can be seen also in the Panamint, Saline, Greenwater, and Racetrack Valleys. Come any spring to find wildflowers in different locations throughout the 3.4 million acre Park, along with millions of butterflies!
You say in your writings that most of the roads in Death Valley are relatively easy. That's most. What about the others? Being one who isn't out to test my vehicle limits (or my own sanity), which roads should I absolutely avoid?
That is fairly straightforward to answer, even though I don't know your full experiencial background on backcountry exploration. My opinion for folks who wish to stay on the less problematic roads is to definitely avoid the following dangerous trails: 1) South Park Canyon, 2) the Lippencott Road, 3) Steel Pass, 4) Dedeckera Canyon, 5) Goler Canyon, and 6) Echo Pass, not to be confused with Echo Canyon. Those are the really bad ones for anyone less than expert status driver. A few roads that are not really that dangerous, but are more difficult and rugged could be added as follows: 7) Hunter Mountain when it's wet or snowy, 8) the Steel Pass road from Saline Valley to the pass, 9) Phinney Canyon once it enters the mountains, 10) Hanaupah Canyon during some years, and maybe 11) Pleasant Canyon after heavy rains. The first six are the notorious ones. Steer clear of those altogether, and turn around on the other five if in doubt.
Steve, is it really true that where the pavement ends, life begins?
It is one of the few great truths of this world, yet fortunately for those of us who know this, the mass of humanity doesn't have a clue (keeps the crowds down, the land pristine, and the feeling of solitude unparalleled).
Is a four wheel drive vehicle required for Death Valley backcountry trips?
It is most definitely recommended! Even though most of the dirt roads will be traversable in two wheel drive, there are portions that are made easier with 4wd traction, and still other areas that will absolutely require all four wheels transmitting power to the ground in order to avoid damage to the terrain and the vehicle. The most demanding portions are not navigable with 2wd at all, requiring a 4x4 equipped with a low-range gearing option. Even the easiest roads may occasionally have a washout from a storm that would be made easier with four wheel drive traction and low range gearing. Most standard four wheel drive BEVs will be able to negotiate the majority of dirt backroads in the Park, often in two wheel drive.
If I had to pick one place to stay during a three day visit that would have the most opportunities for exploration close by, what would it be?
By looking at a Death Valley map, these places will become apparent. They are Stovepipe Wells and Furnace Creek. Both of these popular tourist resorts are close to numerous attractions that most folks like to experience. Of course, you have to like crowds if you stay in these places. But 'crowds' is a relative term out here, because it's nothing like the city or other more popular National Parks like Yosemite or the Grand Canyon, for example. Either of those two locales will position you well to see the most attractions in the least amount of time. If you don't mind driving a little farther, try the Panamint Springs Resort near Darwin Falls. There is a campground called Mesquite up north that is near Scotty's Castle, a popular attraction, but I don't know if you prefer camping or motel stays. If you don't mind more people, Furnace Creek offers the most bang for your buck.
I have never used my BEV off the pavement. Will I be able to drive these backroads successfully?
One of the initial philosophical components underlying the creation of WildDeathValley.com was to accommodate people aspiring to explore their world on primitive backroads. The expert at anything was once a beginner! Your skill level should be taken into consideration when choosing which roads to explore. By opting for roads rated class 1-3, you will have the opportunity to drive less demanding dirt roads to see how you like it. Part of my commitment to you is to assist you wherever needed with regards to trail information, and to help you learn the information to successfully complete a trek into the outback. As I stated elsewhere on the website, most backroad adventurers I have met over the years are eager to help others learn - it is part of the pleasure they receive from traveling in a group. I think you will find that most of the roads are not too intimidating, and it is generally just short stretches every now and then that may require technical knowledge and ability. If you have any questions at all, please don't hesitate to write to me so that I may assist you. Stay off of questionable roadways, or those rated class 4 or 5. Do not take chances!
Okay, in your opinion, where is the most "remote of remote" place I can visit in Death Valley National Park? A place where I'll likely not see another human during my visit.
Curiously, I've often thought of the same thing myself. While companionship is certainly nice, finding that sweet secret spot where nobody else ever goes is rewarding in a different sort of way. One thing about this territory is that the great majority of it is so darn secluded that it's rare to see other folks on most trips, especially during the week. This is a land for the rest of us, those who are different than the average tourist. Ranking right up there at the top of seclusion is the terrain that lies between Dedeckera Canyon and Steel Pass. Once you get in there, you're pretty much on your own. That's where I'd go if I really wanted to be alone! There are many other places too, of course, like White Top Mountain, Phinney Pass, Indian Pass, Gold Valley, Deadman Pass, the Black Magic Mine, Redlands Canyon, Wood Canyon, and LeMoigne Canyon. With Death Valley National Park, you could pretty much close your eyes and put your finger on the map, and just go there. Most of the time, you won't have company!
I've heard you love poetry. Any truth to that?
I don't know how these rumors get started, but you can judge for yourself if you read my book. I have also included a short sample of my poetry on this website (click here). I'll try not to let my head get too swollen. With my poetic endeavors, I attempt to encapsulate my feelings for the wilds in a way that standard writing sometimes fails to deliver. So, yes, I love to express through poetry on occasion.
Will my BEV get damaged during my excursion? What about my safety?
There is always the potential for vehicular damage associated with this type of activity, although realistically, it is minimal for a driver who approaches the road with humility and respect. I cannot positively guarantee beyond any doubt that your vehicle will not sustain a scratch or dent, but knowing how I prefer to keep my own BEV in top condition, I will provide whatever advice I can to help you keep your vehicle looking the same on the last day as it did on the first (with the exception of dust on it). Your personal safety and that of your vehicle were my #1 priorities when designing certain cautionary aspects of this website! Remaining on class 1-2 roads will be your safest choice if you want to minimize damage potential. Remember, you will be traveling no faster than a crawl if you come to a portion of road that is tricky to navigate, as could happen from a recent washout. Our perception of danger usually exceeds the actual risk by quite a bit, and this is a good thing because it keeps us on the safe side in our decisions. The goal of backcountry safaris is to explore places few other people ever see, using Park roads to get there, and you should always modify your route if necessary for safety.
How are the four wheel drive roads rated?
The standard throughout the years has been a five-class rating scale, although I have seen some people adopt a ten-class scale in recent years. I personally feel the five traditional categories are sufficient for our purposes, perhaps even better since they use fewer descriptors, thereby keeping things easier to understand. To give you the general idea, a class-1 dirt road is drivable by many highway vehicles or sedans by nearly any experienced pavement driver. Two wheel drive is usually all that is necessary, and there is little need for higher clearance. A class-5 dirt road, on the other hand, is drivable only with a top-rated 4x4 vehicle by only very experienced and skilled backcountry drivers. It's mostly all four wheel drive and definitely requires high clearance. A class-3 dirt road is theoretically midway between these extremes, and should offer just the right amount of challenge for most people. Class-3 requires four wheel drive and higher clearance, but is easily traversable by many stock BEVs. The class-3 portions will probably challenge some drivers, yet are navigable with patience and common sense. A class-2 dirt road almost always is traversable in two wheel drive, with higher clearance a definite plus, and could be made easier in a few places by putting the vehicle into four wheel drive. A new backroad driver who views a class-3 spot in the road for the first time could become a little alarmed, but after successfully driving it, will likely look back and enjoy the adventure of it. It's possible to come across a class-4 spot occasionally also, but such areas are generally short, fairly non-problematic, and not likely unless you are on a safari that traverses commonly troublesome roadbeds. If you find that a weather event or vehicle use has altered a road to the point that it could be considered a class-4 or harder in a particular spot, please assess the terrain and adjust your route if necessary. See the bottom of this page for a more detailed rating description.
Why do you use the word "safari" in your writing?
I wanted something that painted a dramatic picture of adventure, in keeping with the majestic land that we explore. Dictionaries define a "safari" as a trip or journey; party making an overland trek; an expedition. This verbiage captures the true spirit of anyone who ventures on the roads not taken by the masses. A safari brings to mind adventure and excitement, and that is what often awaits a Death Valley backcountry explorer. Even if you only sit at home on your computer and never actually go there in person, you are still on a safari ... a safari of the mind! Your mind can take you on the overland journey with vivid satisfaction. I feel that the word "safari" best brings to the mind's eye the nature of what I experience when I spend a few days on the backroads of the area, so I often opt for it over other descriptive terms.
Do trips into Death Valley National Park require any special physical skills if I use the dirt roads in addition to pavement? Do I need to be in perfect health?
Always remember that you will be out in the wilds of the planet, sometimes very far away from any medical assistance, so if you are in doubt as to your health, please consult your personal physician prior to attempting a trip Do not compromise your personal safety - if you have heart disease, diabetes, asthma, epilepsy, or other potentially threatening conditions, please be sure that someone in your vehicle knows specifically how to respond should you be negatively affected while out in the field! Plus, if you take medication, please be sure to put it in your BEV prior to departure. There are no guarantees in the wild ... which is important to remember because in our civilized society we tend to be lulled into a false sense of safety in our day to day lives.
How did the "Death" part get into the name of this valley? My wife finds the implication unpleasant, and it causes her to doubt whether we should visit, yet I really want to see this National Park.
The lure of easy riches had a lot to do with it. In the mid 1800s, a small group of pioneers (the Bennett and Arcan families) were seeking a shortcut to the gold fields of California. Well, they left their group and went searching for the shortcut (against the wise advice of their leader) but it cost them dearly. They became stranded and camped for weeks on the valley floor as two young men of their party successfully went for supplies. One person died. After they had left the inhospitable region of the salt flat, and were in the refreshing Panamint Mountains to the west, a member of their party reportedly looked back and said, "Good-bye death valley." And so that's the legend. As far as your wife is concerned, she should know that other people, who trace their roots in the valley back some 10,000 years, call it something else, which your wife should enjoy! The Timbisha Shoshone refer to the area as the "Valley of Life" because they knew how to successfully adapt to the conditions. Hence, it's all a matter of perception. Preparation, knowledge, and common sense are the keys to a pleasant visit. I hope to see you both out there someday! Let me know if I can help you further.
What types of BEVs would you consider typical or best suited for safaris into the Death Valley region?
Here are some examples I can think of right off the top of my head (in no particular order): Toyota 4Runner, Jeep Liberty, Isuzu Rodeo, Dodge Durango, Suzuki Samurai, Ford Explorer, Nissan Xterra, Chevy Trailblazer, Land Rover Discovery, Honda Passport, Mitsubishi Montero Sport, and Geo Tracker. Virtually any Jeep model will do just fine, most any 4x4 pickup, and any other four wheel drive vehicle with a low-range transfer case and decent clearance. By decent clearance, I think it would be nice to clear an 8" tall rock in the road if you place the highest clearance area of your vehicle's underside over the top of it. Vehicles vary quite a bit in their underside configurations depending upon their suspension and driveline specifications. Often, differential housings are the lowest point, with the axles higher, so when traversing rocks, one would try to go to the side away from the differential. For those with the wide Hummers, certain roads in a few canyons will clearly present a problem because the vehicle's extra width may prohibit it from traversing narrow rock-walled canyons (with rock ledges) without scraping the sheet metal on the sides. There are many rigs I have not mentioned here, but hopefully this gives you the general idea. Ask me about your vehicle if you doubt its ability to handle moderate backroad scenarios, or wish to discuss particular obstacles.
How hot does it get in Death Valley? Is it cause for concern?
The temperature of 134 degrees Fahrenheit was recorded in July of 1913 at Furnace Creek. The only place on the planet Earth that has ever officially exceeded that temperature is in Libya, at 136 degrees in 1922. I say "officially" because temperatures often soar 4 degrees hotter at Badwater, to the south of Furnace Creek. So, it is probably likely that Death Valley has the World record at 138 degrees, but since it's not official, it can't be claimed. Also, some journals from the mining era claim temperatures in excess of 140, with one even hitting the 150s. In May, the temperatures can range from the 70s to the 90s, but can pass the 100 mark on some days. Clouds in the sky make a big difference, as well as your elevation (higher is colder, which is good news on hot days). Temperature can decrease as much as 4 degrees for every 1000 feet in elevation gain, which is important to know for those ascending the high peaks. In April, it can be anywhere from the 60s to the 80s on average, but still can hit the 90s on occasion. I have attempted to hike Telescope Peak twice at the end of April, but was stopped by snow (it actually felt good to get back down to Stovepipe Wells). Of course, the summer months can commonly reach highs in the 120s on the valley floor! September generally ranges from the 70s to the low 100s, with October going from the 60s through the 90s. Those are common "givens" but whenever you venture out into the wilds, anything can happen, from unexpected highs to chilling lows. Preparation, knowledge, and common sense are vital for survival. Come equipped for any temperature to maximize your enjoyment and life span!
Do you think CB radios are a good idea Steve?
Citizen band radios certainly are a good idea. They allow us an additional safety feature that may come in handy, but don't count on them unless there are other vehicles close by or in a line of sight. Besides being able to discuss the backcountry area when we travel in groups, CBs offer other advantages. For example, on some dirt roads, a safari group could encounter vehicle dust that would require them to spread out. If the lead vehicle comes upon a washout in the road, the CB radio allows everyone to be notified immediately to slow or stop in order to avoid a nasty surprise. Another use would be if someone needed assistance in navigating a particular spot in the road, the driver could radio the request and receive plenty of happy help from more experienced drivers in the group. And, don't forget that occasionally there may be a rare dust storm in the valley basin, making communication from inside the vehicle mighty handy! Hence, mostly for safety reasons, a CB radio is recommended gear in each vehicle. The prices for CBs have dropped significantly in recent years, and their size is no longer big and bulky as they used to be in the old days (if you haven't seen one in a while, you won't believe how tiny they are). Additionally, you have the option of the new handheld CB radios if you prefer. I have installed two CBs myself in the past, but now use a hand-held for convenience.
What are the best kind of tires?
Standard 4 ply tires as found on many passenger cars are more susceptible to damage, air leakage, and blowouts due to their lighter construction. If you see a letter "P" in your tire designation text on the sidewall (such as P265/75R16), you have this type of lighter construction. Park Rangers will tell you that passenger car tires are more likely to go flat if the driver inadvertently runs over a sharp rock. The rangers have told me that flat tires on passenger cars are one of the most common problems suffered by visitors driving the dirt backroads. If you wish to maximize your chances of not having tire problems, 6 ply rated steel belted radial LT tires are your better choice! I would strongly recommend that you run 6 ply LT tires (or greater) due to the more rugged terrain you may encounter on the backroads. Six ply rated tires have at least 4 tread plys + 2 sidewall plys, with some having 3 or 4 sidewall plys (best!). The extra ply construction and steel belts most assuredly give greater protection against sharp objects over which we drive, such as rocks. Changing a tire is not what you probably would like to be spending your time doing, so give yourself the added peace of mind that comes with stronger tires designed for the outback! Look for the letters "LT" on the sidewall text (such as LT265/75R16 or 31x10.50R15LT), which stand for light truck. Six ply rated tires are considered Load Range C. If you have tires that are Load Range D (8 ply, what I run on my BEV) or Load Range E (10 ply), you are even better equipped to survive potentially invasive road obstacles because the higher the rating, the sturdier the tire. Also, be sure that there is still plenty of good tread on your tires to help resist rock punctures. You will most assuredly be ahead of the game to not skimp on tires ... take it from someone who knows. Your tires are your greatest vulnerability! Better tires are worth the extra cost! Don't wait for your current P-rated tires to wear out. I also encourage every BEV to have a good full-size spare, tire changing equipment, and a tire repair kit! I cannot stress this enough, and for those who choose not to heed this advice, unpleasant surprises often await in the worst possible places and times.
Do you have any special suggestions for spare tires?
Yes! All vehicles should most definitely have one spare tire identical in size to the other four. Space saving spares are not acceptable. My last backroad tire damage that brought me to a stop was in 1979, but on that day, I unbelievably suffered two flats before noon in the Mojave Desert (the tires were not steel belted radials). Fortunately, I carried a kit that allowed me to repair both tires on the trail, reinflate them, and carry on. While flats are a rare occurrence for those who drive sensibly with 6 ply rating or higher, you must always plan for them. I definitely suggest that you carry a flat repair kit in your rig, along with a method to reinflate. These items are inexpensive and can be purchased at your local auto parts store. The best type of kit is one in which the job is accomplished using rubber plugs, a steel plunger, and tire glue. There are two types of inflators: one that runs off your power-point in the dashboard, and one that runs using the engine as the air compressor. The former is the easiest to use, and what I now have. Please be sure that your vehicle has the gear necessary to change a tire if needed (jack, handle, and lug wrench). If you have installed an after-market lift-kit on your rig, make sure the jack you have will still go high enough to lift the tire off the ground! Also, toss in a stout piece of wood on which to place the jack in the event you are on sandy ground. Recently, I lost all air in a tire when a large blunt boulder bent the bead - after a lot of reshaping with my sledge hammer, I was able to reinflate the undamaged tire with my small portable air compressor. Watch those rocks, whatever else you do! Steel wheels are sometimes preferable to cast aluminum because they bend rather than break, but today's alloys are pretty tough, so don't worry too much if you have aluminum alloy wheels (most BEV manufacturers now use them). You should be fine.
Is Death Valley the place where they used to run those twenty mule wagon trains?
Yes it is. They carried borax in those massive wagons. Borax is used in laundry detergents and fiberglass production nowadays. We will get to see those wagons on all of our safaris. Elsewhere on this website, you can read about those wagons in greater detail. When I was a kid in elementary school, I had such a love for this area that my dad got me a scale model of the twenty mule team, which I built and mounted on a wooden board. I kept it for years, but unfortunately do not recall where or when we parted company. He also bought me a large framed painting of the team in action that, in my current age of greater wisdom, I dearly wish I still had! You'll learn a lot of history if you read your visitor guides and commemorative plaques at different locations.
Is a pre-trip inspection necessary if we have our truck serviced regularly at our quick lube place?
Absolutely! Quick lube businesses can catch many things, but do not depend only upon their observations. Often you will find younger inexperienced people working there who may not be aware of everything that could go wrong. WildDeathValley.com takes us to extremely remote regions where rescue of a disabled vehicle could be exceedingly difficult (to nearly impossible) in a few areas. The bottom line is this: 1) find a top-notch mechanic, 2) tell him the importance of this inspection and/or repair, and 3) spend the money necessary to make sure your vehicle will bring you back! If you think that repairs or replacements can wait until next time, wait until you see the bill a towing company will send you if something significant breaks in the backcountry, assuming they can even get to you. I don't like to leave things to chance. Pre-trip inspections by a highly competent mechanic should be required fare prior to leaving for a safari. I would also highly recommend that you have a new fuel filter installed while you're at the mechanic's shop (something that should be done every 15,000 miles or 12 months anyway) just so a simple thing like dirt particles won't stop you out on the trail.
Can we have our rig repaired at a local gas station if something goes wrong on a trip in Death Valley?
That depends where you are. Most stations only pump gasoline, and they are far and few between. If you are close to Furnace Creek, you're in luck because the Chevron station there has a mechanic available. Calling AAA is often not an option in the backcountry because they can't get to you (assuming your cell phone even has service). The best insurance is to carry common emergency supplies with you, such as radiator hoses, hose bandages, fan or serpentine belts, jumper cables, hand tools, tow strap, motor oil, duct tape, and silicone sealant. While we can't prepare for every eventuality, the more we are ready, the greater our peace of mind. Traveling in a group is very wise! What one person forgets is what another may have (if you use someone else's emergency supplies, offer to reimburse them please). Plus, the more people there are, the more chance a solution will be forthcoming. Use common sense. Be prepared so that you can spend your time having fun, and not worrying about how you'll get home!
I have heard about Death Valley for years, but have yet to visit. Could you please describe a little geology of the region?
I'd be glad to, even though I make no claims of geological expertise (although I did want to be a geologist at one point during senior high school year). Death Valley is quite unique, as you probably already know. About 140 miles long (northwest to southeast roughly), the valley resulted from two fault block mountain ranges that thrust up over the eons. The Panamint Range lies to the west, and the Amargosa Range to the east. There is a fault line that runs along the western edge of each range, which caused the eastern side of the ranges to rise, thus creating the valley in between. The lowest point in America sits between the ranges ... at -282 feet, Badwater is below the highest place in the Park, Telescope Peak, which is 11,331 feet higher and only 15 miles distant. Gold, silver, lead, tungsten, copper, borax, and talc have all been mined here, and are the reason for all the ghost towns of the area.
Will our vehicles be causing damage to the areas where we travel?
WildDeathValley.com's philosophy of backcountry travel is one of sensitive use that will leave the area as we find it (or better). I recommend that everyone reading this practice beliefs offered by the Treading Lightly and Leave No Trace campaigns. Travel only on pre-existing dirt roads and trails that are lawfully set aside by the National Park Service for vehicular use. Do not travel off road! Do not use roads that are not shown on maps, unless you know that it is legal to do so. Most travel will be on roads that are hard packed or rocky, leaving no evidence of your visit except for faint tracks on the dust of the road. Aside from exhaust emissions, the regions through which we journey should be just as pristine as before we arrived. I am the first to admit my quandary over the emissions issue: I use my 4wd vehicle to visit very secluded backcountry that would take weeks or months to access by foot or horse, yet I am aware that I use fossil fuels to do it (see next question). The upside is that I only use my rig for this type of activity. Other than this dilemma, I am proud of how I manage and conserve the home planet on which we all live. Visit www.treadlightly.org and www.lnt.org for more ideas on keeping terrain in good shape as we recreate in the wilds. Elaborating a bit further, I believe there are two more very positive and real considerations that further mitigate the emissions problem: 1) Exploring the natural world and enjoying the intangible rewards gained therefrom leads to a significantly greater appreciation of nature, which in turn bestows upon many people the passionate desire to protect the wilds. 2) Those of us with physical infirmities and handicaps that would make it impossible to enjoy the natural world, but for our access of it in a BEV, are able to experience the same joys of nature that more able-bodied people could do by days or weeks of hiking to get there. Even a person such as myself, for whom great distances pose little barrier to foot travel, would find it nearly impossible to explore the vast thousands of miles of magnificent areas in the western US without the use of a vehicle - I would realistically be limited to areas in the immediate vicinity of my home if I could not drive. I say these things not to pardon our destruction of Earth's environment, but rather to highlight the reasons we use BEVs to visit it. Yes, current motor vehicles are an unfortunate compromise at this point in history, but if you are so moved into action by your visit to promote ecologically positive ideas thenceforth, I would hope that it leads exponentially towards environmental rewards that outweigh the emitted pollutants necessary to reach the revelation in the first place.
I hear quite a chatter in the media lately about how BEVs are bad for the environment. How do we reconcile our backroad outings in our own minds (not to mention the mind of my friend who belongs to the Sierra Club)? Also, is there anything we can realistically do to lessen ecological damage - something above and beyond mere justifications and "feel good " talk?
Elaborating on the prior question, let me address a few critical points to answer your concerns. As you know, I absolutely live for getting out into the backcountry ... and you also know that I wholeheartedly devote many of my actions to protecting the Earth, so I continue to search for better solutions! Yes, there has been a lot of BEV "bashing" as of late, however it is primarily directed towards the average BEV owner, who actually doesn't need a BEV because s/he never leaves the pavement. The average BEV owner could drive an "Earth-Friendly" hybrid sedan instead. In general, mile for mile, BEVs emit more pounds of carbon dioxide than do sedans. According to the EPA's mileage and fuel-efficiency statistics, the average BEV emits 22,050 pounds of carbon dioxide per year (1.5 pounds per mile) compared to the average midsize sedan's 12,350 pounds (slightly more than 1 pound per mile). Not only is this destroying our planet's atmosphere, it's destroying our lungs (did you know that diesel exhaust, for example, is 6-8 times more carcinogenic to the human lung than gasoline exhaust?). What can we do about this? Well, if we are in the tiny minority that actually use our BEVs for 4wd dirt roads, we do not have a satisfactory choice currently for a hybrid version that would really maneuver and traverse where we want to go (and few can afford to spend the money required to convert their BEV into an Earth-Friendly vehicle). Therefore, we must find other solutions, such as: 1) drive with a light foot on the throttle at all times, 2) accelerate gradually from stops, 3) turn off the engine when not actually in the act of driving, 4) use only fully synthetic engine lubricant in place of petroleum engine oil, and, here's THE big one for those who are really serious: 5) participate in Kyoto Protocol-type programs designed for individuals, where you offset the emissions you feel you cannot eliminate, in essence paying someone else not to pollute or paying for oxygen-producing and/or carbon dioxide-reducing programs, such as wind farms, solar power development, or new forestation. To learn more about this, visit a carbon-trading service at www.terrapass.com, or www.chicagoclimatex.com. At TerraPass, for example, your yearly membership certifies that you will be offsetting the tonnage of environmentally-harmful gasses your BEV produces each year, the perfect answer for anyone who thinks you are insensitive because you drive a BEV! So, yes it is possible to "buy" your way into a cleaner Earth and a clearer conscience. A yearly TerraPass for my BEV based upon my usage costs only $49.95! To date, TerraPass members have influenced over 20,244,000 pounds of carbon dioxide (that's over 10,000 tons)! If you want to join an environmentally-oriented automobile club, visit www.betterworldclub.com. One more option is visiting www.self.org where this company installs hundreds of photovoltaic systems in third-world countries, preventing tons of greenhouse gas pollution yearly. Also keep in mind the next time someone proffers advice to sell your backcountry exploration vehicle, that the average American home creates 28,350 pounds of CO2 per year, so ask them how they are cutting back in their own living space. Self-inspection of our ways of life is difficult for most of us, yet the truly honest person will listen to this philosophy without getting upset. Bottom line is that we are all guilty one way or another and we all need to do our share, one way or another. So, while I still drive my vehicle into the wondrous world of natural Earth, I do many things unseen to the casual observer (most of which are totally unrelated to automobiles) to help offset the exhaust damage I cause. Once one starts on this trend, it can become addictive, and as you learn more, you'll find many more ways to do more than your share ... and you'll take personal comfort when you hear or read the next BEV attack (I always wonder about all the others, like motorhomes, diesel trucks, vans, pickup trucks, yachts, airplanes, snowmobiles, jetskis, lawn mowers, etcetera). By the way, lawn mowers dispense more CO2 per mile than any vehicle. Want to know how your BEV stacks up? Visit www.greenercars.com to find out. I sincerely hope this answer has demonstrated authentic and attainable solutions that backroad enthusiasts can do today to make a difference in our quality of life tomorrow! (According to one university study in Chicago, changing to a vegan diet will reduce our personal CO2 contribution more than switching to a hybrid vehicle - amazing!)
Can I drive my all-wheel-drive station wagon on these roads? What about trailers?
Those are good questions, and the answers are not cut and dried. I would like for everyone who wants to experience the wilds of nature to do so, but also realize primitive roads present obstacles that set limitations on the type of vehicle that can navigate them. Some all-wheel-drive vehicles, which would be more aptly described as cars, will encounter significantly more trouble on backroads for two reasons: 1) they have lower ground clearance, and 2) they may not have a low range option through a transfer case. The more ground clearance you have, the easier the drive ... period! And lower gearing is essential for crawling slowly over occasional obstacles or ascending small inclines. With these realities in mind, a vehicle with low range ability is strongly recommended when exploring the backroads. Getting to the trailer question, it just depends on which roads you'll be taking. While a small trailer might make 80% of the roads without problem, it could easily turn a passable obstacle into a nightmare for you! Or think about this: what if you come upon an unexpected washout that requires you to turn around on a road barely wide enough to do so? Please email me if you want to know about a specific road and what type of vehicle or trailer combination would be appropriate thereon.
Will running boards and mud flaps pose any problem for me?
That will depend upon which backroads you attempt to travel. Running boards are sometimes susceptible to being scraped on a rock. Keep that in mind if you have them, especially on class 3-5 roads, where I would strongly advise taking them off prior to the trip. On class 1-2 safaris, running boards should be okay unless a weather event has altered a road - as always, no guarantees can be made when it comes to the natural world! If you have mud flaps, they should be the flexible type just to be on the safe side, because they too could get caught between a rock and a hard place. Rigid flaps will probably be okay on class 1-3 roadbeds, but will almost certainly get broken on class 4-5. I hope that serves as an acceptable guideline for you.
Do we need a special permit from the Park Service to drive the backcountry dirt roads?
No. You just pay the standard Park entrance fee, and you're good to go! Special permits are only required for profitable or large group uses. It is however, a good idea to consult with a Ranger before you head out, to see if your route is a safe one, because these roads change every year. Do not count on a road being drivable just because it was on your last visit! Weather can alter everything ... overnight sometimes.
Do regular automobile laws apply on the primitive roads?
Yes. And you can even get a ticket from a Ranger if you choose to exceed the posted speed limits on commonly traveled dirt roads. On the really primitive roads though, speed limit signs are not necessary because you couldn't drive fast even if you wanted to (but who wants to?). Laws regarding accidents and other auto problems apply, and are strictly enforced by the National Park Service. You must carry auto insurance even out here.
Are you a guide for hire Steve?
According to the laws of our country, if I operate a commercial (for-profit) guiding venture, I am not allowed to guide others into the remote reaches of our public lands without first obtaining permits and insurance policies, paying fees, and performing other yearly requirements for the satisfaction of the governing agencies of the land upon which I would guide. Originally, this was my intent, however, I realized that these bureaucratic prerequisites were beginning to lessen the enjoyment I sought in my explorations with others, so I instead opted to remain a private noncommercial citizen so that I could continue to function with minimal restrictions. I would rather keep things informal, so if you seek my company on a backcountry safari, you will not be hiring me, but rather we will explore the backcountry as would friends who get together on a weekend jaunt. There are a few outfits that do guide for hire into the Death Valley territory if you are interested. Some are based out of Las Vegas, and others out of Lost Angeles (intended error). They will also offer varying degrees of opulence in the wilds, depending upon how much you wish to pay. As for me, I never argue with free food or gas money. Give me a holler if you wish to work something out where we would meet for a safari.
Can you help my husband and me plan a three-day trip to the park?
Yes, I would be more than happy to do so. I have assisted numerous folks with itinerary planning over the past years, and find it immensely gratifying. One couple spent four days out in the DV hinterlands on a safari I recommended, and later invited me to their wedding. I have met the nicest people wandering around (or seeking to wander around) the remote backcountry. Email planning works, but not nearly as efficiently as a telephone discussion. If you provide me a telephone contact number, I will call you (US only), and we can organize an excursion that will meet your needs.
What about if it rains at night?
A wilderness experience brings forth many items for our consideration. Rain is one of them. This is our planet and rain happens here, although Death Valley averages only 1.84 inches of rain per year, so it is usually not a big concern. The problem is that most of us are used to remaining dry in our homes. I find all aspects of weather fascinating and part of being in the outback, so I prepare for an occasional soggy overnight. Proper preparation is the key here! During my many years of tenting, if it looked like liquid precipitation were possible, I usually made sure that I had a waterproof cover over my tent and that I put my tent on high ground (see exception below). Since 2001, I have slept in the back of my BEV, and consequently no longer worry about it. So, to answer your question more directly, short of a flooding scenario, the safari proceeds as planned even if the drops descend from the heavens. I recommend that you have a large waterproof plastic tarp if you will be using a tent. Our bodies are waterproof, clothing and tents dry, and great campfire stories emerge from times of tribulation. I also agree with the following two authors: Walt Whitman said, "Now I see the secret of the making of the best persons. It is to grow in the open air, and to eat and sleep with the Earth." Or, as the gifted Steve Van Matre puts it: "The earth's whispers are everywhere, but only those who have slept with it can respond readily to its call."
Okay, you asked for it, so here is my great campfire story about rain: I was four wheeling up in the Sierras years ago with Rich and his wife in a very remote and rugged forest. The three of us pitched a tent, tossed in our bags, and hit the sack. Around midnight, rain began to fall through the forest canopy, heralded by the brayings of a lone wild donkey. Being that the tent was not top-of-the-line, it eventually began to leak, and since we had not been far-sighted enough to place it on high ground, the three of us eventually found ourselves in about a quarter-inch of water around our bags. After much groggy and soggy discussion, we abandoned the flimsy structure and retreated to our Jeeps. It was hard enough for me to sleep in my little CJ5, but those other two had to share their space in Rich's CJ. The remainder of the night brought little sleep for any of us as the donkey kept us aware of his (her?) presence out there somewhere. The morning revealed clear skies again, but aching bodies from being ridiculously scrunched half the night. Of all my nights in the wilds over the last 40 years, the "Sierra Donkey Drizzle" is one that will always stand out ... and bring great laughs (although at the time it was kind of miserable). The bottom line is: plan for rain even though the chances are it will be dry!
Will any of these dirt roads your trips use require any daring or risky driving? As an older man in my seventies who has lost the nerve I once had long ago, I like to keep things safe, and I don't want to wreck my truck.
I sure understand your "nerve" comment! It seems I had tons of daring when I was in my twenties, and as the years rolled by, I either lost it along the way or it has been tempered by the wisdom of maturity. Or, more likely than not, my own mortality is now evident as a middle-aged guy. Like you, I wish to keep things safe and live a long life, so the advice on this website is designed with that in mind. There are a few roads that I recommend not using due to their high danger potential (like South Park Canyon, for example). Here is a brief overview: The roads more commonly driven consist mostly of well-traveled hard-packed dirt surfaces. Some roads are graded (which of course leads to a severe washboard surface, such as The Racetrack road). A high percentage of the roads are on fairly level ground with plenty of room for the BEVs. Of course, what probably frightens most people more than anything else is a road that is etched out of the side of a mountain, with a drop-off (like Titus Canyon or Hunter Mountain, for example). While these types of roads may make us uneasy, they are usually wide and quite stable so that in reality there is little real danger. There are short sections of some roads now and then that do require a steady nerve and mind, but with common sense and guidance, are readily overcome. Driving over rocks is the part that needs your full concentration - it's kind of like a maze where you work on finding the best way through. Most of us find it fun to navigate over and around rocky obstacles, but these tougher sections are not the mainstay of most folks' travels - they just pop up now and then. Every once in a while, you may have to traverse a rock step a few inches high, and this is where the sense of accomplishment comes in when you make it over successfully. Sometimes a rear bumper might get slightly scraped underneath as it passes over when we are driving down a step, but usually there are no dents (don't count on a dent, but realize that the potential is sometimes there). Remember these two things: 1) without a few challenges in life, things tend to get boring, 2) most people find the successful accomplishment of the challenges quite rewarding and uplifting.
Are there certain things that we should include in our BEV? Any special supplies?
Well, here is a minimal list to start: 1) at least 5 gallons of water each day, 2) at least a week's worth of food, 3) CB radio, 4) full size spare tire, along with all the tools necessary to change it, including your tire repair and reinflation gear, 5) trash bags, 6) environmentally biodegradable soap if you plan on washing your eating utensils or hands, 7) camping gear - sleeping bags, tent, rain cover, etc., 8) toilet paper and trowel in case you can't make the next scheduled bathroom or outhouse, 9) vehicle tow strap and snatch strap - don't skimp: quality means safety, 10) flashlight with new batteries, 11) extra heavy clothing in case of foul weather, 12) wide brim hat and gloves, 13) fire extinguisher, 14) first aid kit, including a modern snake bit kit that uses a suction syringe rather than the obsolete blade and tourniquet, 15) sunscreen if you use it, 16) emergency survival and repair gear, 17) a good book on emergency survival (one of the best that I've run across is called Outdoor Survival by Garth Hattingh, New Holland Publishers, Inc., ISBN 1 84330 822 3), and 18) a book on first aid, such as the American Red Cross produces. Another neat book to have along is only 3x4 inches and comes in a waterproof pouch ... it's called Emergency/Survival Handbook by the American Outdoor Safety League (ISBN 0-916890-64-3). It is dayglow orange in color for easy location in a supply tub or backpack. For desert survival, a great book is called Desert Survival Handbook, How to Prevent and Handle Emergency Situations by Charles A Lehman (American Traveler Press, ISBN: 0-935810-65-x). This list takes on added importance if you opt to drive the most remote, challenging, and adventurous backroads because of the extreme solitude and inaccessibility on those routes (such as Dedeckera Canyon or Deadman Pass)!
If we get stuck, how will we get out if there is no tow truck service readily available?
I'm glad you asked because this can be an easy thing to overlook until it's too late! Every vehicle should definitely have at least one frame-mounted tow hook, tow eye, or tow slot on the front of the rig that is appropriately rated for the weight of the vehicle. This is probably not a problem for you because nearly every manufacturer now includes these as standard equipment. However, if no such recovery devices exist on your rig, you must have them professionally installed prior to the expedition. If you get stuck out there, you could be rescued by another vehicle, so it is critical that you have a means to safely attach a recovery strap or cable to your vehicle. Hooks that have been improperly welded or installed could break loose during extraction, causing serious injury or death, so proper attachment points are absolutely crucial for everyone's safety! If you already have factory hooks, slots, or rings designed for this, you're okay. Additionally, there should be an acceptable method for attaching a recovery strap or cable to the rear of your BEV. Sometimes this could come in the form of using the towing package gear under the rear bumper.
Is there any chance of running out of gas?
Not unless there is a hole in your tank. Seriously, just make sure that your BEV will travel at least 200 miles on a tank of gasoline, if you figure one half of your standard street mileage. So, let's say you can get 18 MPG on the highway, and you have a 25 gallon tank. That would mean you could travel 450 miles under ideal conditions. Now, take into account that you will be in 4wd part of the time, and also in low range occasionally, both of which consume fuel more rapidly than highway driving. So, to really be on the safe side, plan on only 9 MPG in this example - that would give you a range of only 225 miles under primitive road conditions. It comes down to knowing what your rig is capable of ahead of time ... work the math to be sure - don't leave anything to chance. I always top off at each fill-up. The longest backroad stretch that I usually encounter between fuel stops on my multi-day safaris is from Scotty's Castle to Bishop via The Racetrack, Hunter Mountain, Saline Valley, and Dedeckera Canyon ... it is about 180 miles (more if I explore side roads such as White Top Mountain, where I'd add in another 20 miles). The extreme routes do require critical advance planning! This is no place to take chances.
Are rattlesnakes a hazard on these trips? Any other animals to fear?
Well, first the good news: statistically, 99% of rattlesnake bites are not fatal! That is not to say that they won't cause a great deal of temporary suffering, but at least the odds are in our favor. We can however, take reasonable precautions to avoid the predicament in the first place. If you suspect that these reptiles could inhabit the area where you are: 1) wear high-top boots and long pants, 2) be very vigilant around large rocks with shady areas underneath, bushes, or while exploring old buildings, 3) diligently scan the area where you are walking, and 4) don't ever put your hands where you can't see. If you spot a rattler, immediately leave the area so that it does not feel threatened, and inform others in the group to do likewise. Always carry a modern snake venom extraction kit while hiking. Such a kit can be purchased at sporting good stores, and it consists of a suction device that requires no invasive action on your body. I have the Sawyer's Snakebite Kit called "The Extractor" by Saffeta, Incorporated, P.O. box 7036, Long Beach, California, 90807. The use of tourniquets and razors has fallen out of favor with most health care professionals. Reasonable prudence and vigilance are keys to avoidance. No matter where we are on safari, be aware of critters! The wild outback is their home ... we are visitors. Since childhood, I have only seen one rattlesnake in the wild. Other potentially dangerous animals to be aware of in Death Valley National Park include scorpions, mountain lions, black widow spiders, bees and wasps. I have seen one wild scorpion during my life. According to the book, Smithsonian Guides to Natural America, The Far West, wildlife is abundant, with "close to 400 species, including 290 bird species, 57 mammals, 36 reptiles, 3 amphibians, and 5 species of pupfish." So as you can see, we are not alone, yet we'll likely not see much, if any, of these creatures because most are nocturnal, taking advantage of the cooler nights. Bighorn sheep are possible at Willow Springs and other remote and higher elevations, and Pupfish are a potential sight at Salt Creek if you are there from February on, yet these animals should pose no threat to anyone's well-being. The truth of the matter is, we are usually more of a threat to the animals than they are to us!
Could you give greater detail about this "wilderness time" you have mentioned?
I'd be glad to! Wilderness time, a phrase I learned from Melissa Walker's book, Living on Wilderness Time, 200 days alone in America's wild places, is a concept that I have always treasured whenever I traveled the backcountry, although until I read her book, I never consciously thought of a name for the idea. When living on wilderness time, the schedules of the city, workplace, and humanity in general are dispatched from our minds and actions. There is no sense of urgency or hurry, each thing we do is done well without thought of deadline, and worry about being somewhere at a certain time is no longer an issue. Life is taken as life comes. Our explorations of the natural world should be as natural as possible, and not defined by the typical time boundaries that our culture has established in order to live a fast-paced life so that we can rake in as much money as possible in the shortest time frame. On safari, we should all strive to let go of our stresses and exist in a relaxed, happy, and unhurried atmosphere. Living on wilderness time takes practice and constant vigilance when we first attempt to do so, but as we learn the personal values and rewards that accrue as a result, it becomes easier to incorporate the concept into our consciousness. One way I began adapting was to stop wearing a wristwatch years ago before I turned 40 ... clocks were everywhere anyway, so why stress out further by keeping a timepiece on my arm. Personally, I'd rather not be reminded of the seconds ticking off my lifespan - there are too many roads and trails yet to discover and explore! As they say, "SO MANY BACKROADS, SO LITTLE TIME" ... oops, there's that dreaded "time" again.
This may sound like a silly or embarrassing question, but how does a group of people handle bathroom needs in the middle of nowhere?
Your question is neither silly nor embarrassing! It is a legitimate concern, of course, because each of us will no doubt be faced with this on a daily basis. When we camp primitively each night, sometimes with no bathroom facilities at all, the following primitive disposal methods should be used (but toilets are generally available during most daily travels). We will sometimes be away from toilet options for several hours, so primitive methods are employed: for liquid disposal, we find areas of sand, rocks, or pine needles, rather than urinating on bushes. For solid waste disposal, we dig an 8 inch hole with a trowel, covering and disguising when finished. All such actions must be at least 200 yards (according to Death Valley National Park requirements) from any natural water source such as a stream or pond. When I spend several days in the outback, my consumption of liquids is high, but I keep my foods just to what I require to fuel my energy needs, causing my solid disposal needs to be easily planned around the daytime facilities that present themselves in areas of normal human habitation. Actually, with experience, one can become quite accurate in balancing food intake with disposal, to where solid disposal is significantly minimized. I do carry one of those lightweight portable toilet seats that is mounted on a foldable metal frame, just in case, as it sure makes the whole affair quite a bit more comfortable. My portable seat easily stows flat in the back of my rig. Of course, when I do use it, I get the most spectacular views ever while seated for such things - no regular bathroom holds a candle to the delights of nature! Be sure to bring a garden trowel along, and be physically fit enough to dig an eight inch hole. I hope that answer is specific enough, yet not too awkward (I try :)
Are locking differentials recommended for touring the backroads? Would it be worth my while to have one installed prior to heading out?
Locking differentials, sometimes called "lockers" by the old salts, are not necessary on the vast majority of dirt roads in the Death Valley territory. Lockers keep both wheels of the locked differential turning no matter what traction shortcomings either wheel faces. While this can be useful in some extreme situations (as might be found in Goler Canyon, for example), most of the time most people will get by fine with standard factory configurations, which often include a "limited slip" differential in the rear. Without going into the details of differentials here, suffice it to say that if you have a lot of money to spend and want to make your rig more capable for class 4 and 5 trails, go ahead and get a locking differential (or two), but otherwise don't bother. Now, if you have a BEV or truck by one of the manufacturers such as Hummer, Jeep, Land Rover, Nissan, or Toyota that can include an electronic locking differential from the factory, consider yourself very well prepared, and even though one isn't absolutely necessary, there could well be places on class 4 or 5 roads where a locker may make the obstacle easier. Keep in mind too that there are some situations where a locked differential could actually be detrimental to your progress or safety (such as "Chicken Rock" in South Park Canyon, where one could kill you) ... it is not a 100% panacea. The key is knowing when to use a locker, since most nowadays allow for disengagement.
We plan on taking one of your suggested routes through Death Valley National Park, having not been there for many years now. We've been wanting to try our BEV off pavement, and this seems like the perfect opportunity. Where can we go to learn more details about the area and be better prepared?
The quickest way to learn more is on the Internet. Typing "Death Valley" into a Dogpile search will net you tons of links. If you are a member of AAA, get their Death Valley National Park Guide Map, which is loaded with an unbelievable amount of useful information about the area, and includes one of the best maps to be found anywhere. The best map (in my humble opinion, of course) produced by Tom Harrison, is called: "Death Valley National Park Recreation Map" and is a shaded relief topographical map that is made of waterproof plastic. This map can be obtained by calling (800)265-9090 or visiting www.tomharrisonmaps.com. A short and rather scientific accounting of the area appears in The Smithsonian Guides To Natural America, The Far West (ISBN 0-679-76473-9). A great option for learning the backroads is to get the book called Death Valley SUV Trails by Roger Mitchell (Track & Trail Publishing, ISBN: 0-9707115-0-6, www.trackandtrailpublications.com). An interesting story: In 1975 when I first got my Jeep CJ5, I bought a 1969 book entitled Death Valley Jeep Trails. It turns out that this book was written by the same fellow 25 years earlier, and his route descriptions were my key to learning the backroads there when I was in my twenties. The newer version was published in 2001, is greatly updated, and includes a wealth of additional information on geology, wildlife, and history not included in his older and much smaller version. You'll feel like you know the region intimately after reading his complete backroad guide. I highly recommend it if you have an insatiable desire for knowledge! You might also enjoy the book Hiking Death Valley by Michel Digonnet (ISBN 0-9659178-0-0). This is the book to have when you're ready to park your BEV and take off on foot into the wilderness areas of the Park. Both books can be ordered from the Furnace Creek bookstore with a credit card by calling 1(760)786-2146, and talking to Ruth Shandor (a very helpful, patient, and sweet woman). Another absolutely outstanding book is Death Valley and the Amargosa, A Land of Illusion by Richard E. Lingenfelter (University of California Press, ISBN 0-520-06356-2). It is the premier book on the human history of the region during the 1800s and 1900s, along with information predating written historical records. To learn specifically about the borax boom, read the book, 20 Mule Team Days in Death Valley by Harold O. Weight. It was originally printed in 1955 by the Calico Press, and has been recently reprinted by the Death Valley Natural History Association (ISBN: 1-878-900-34-x). If you read all these books, you'll know everything I know, and then it's just a matter of going out and seeing it all. Before I forget, one more great information source is the video from Holiday Video Library, National Park & Monument Series called Death Valley, Life Against The Land. You can order it by calling 1(562)945-3325. Just so you'll know, many of these items are available in the National Park at Stovepipe Wells, Furnace Creek, Scottie's Castle, or Panamint Springs. So, you can get them in the Park if you don't mind waiting until then.
What do you think are the most susceptible parts of my vehicle to damage? Also, so far my BEV is still factory perfect, and I wonder if I should try it off the pavement.
From personal experience, I will attempt to answer that. Tires are probably your number one source for potential headache because they take the punishment of all the rocks on the road. Tires are the contact source of your BEV to the terrain, so it makes sense. Never buy tires just because they are inexpensive - go for what will get you home (at least 6 ply rating - and NO retreads). Another potential place for trouble is your rig's battery. I had one very expensive "off-road" specialty battery come loose from its mounting because it wasn't designed to fit in regular trucks, and was lucky to make it back. I had to stop several times during the week to "jury rig" it back into place, but the damage from bumping around had so gouged the battery that I had to replace it upon my return (it was brand new, so I wasn't thrilled to loose $120). I purchased another company's battery, and the rep told me that backroad vibrations are a battery's worst enemy, so again, don't skimp on your battery. Your BEV's paint job is also vulnerable to surface scratches from occasional passing bushes, and this is often the most difficult thing for a lot of us to get past. Whenever I get a new BEV (a well-cared for preowned, or from the factory), I know that sooner or later it will get some surface marks on the paint. But I ask myself why I bought it, and the answer always becomes clear ... if I wish to use it for my personal enjoyment of nature, I can't worry about keeping it showroom perfect forever. Most surface scratches come out with rubbing compound however, if you prefer to keep the rig looking pretty (as I do). I'd rather be out in the backcountry with a few bushes stroking my metalflake than in the concrete jungle worrying only about bird droppings on the paint. It's all a matter of priority I suppose.
Do we need to worry about animals getting into our food at night?
It is always possible for critters to attempt to snatch our food whenever we are out in the natural world, which happens to be the backyard for our animal friends. Yes, we must keep our food secure at all times, and keep our camps clean. Believe it or not, other items such as toothpaste also attract animals due to their keen sense of smell. We never leave camp or go to sleep with food out. We also do not feed animals, as this leads to a phenomenon called habituation, where the animal comes to associate humans with food. This is not good for wild animals, and it also puts other people at risk from animals that have been previously habituated by other visitors who do not understand the dynamics of wild/human interactions. Food is not your only worry though: If you camp in close proximity to a natural running spring, you most certainly will get packrats crawling up under your hood, foraging for material with which they can build nests. It last happened to me near Geologist's Cabin at Anvil Spring in Butte Valley. It woke me up every time I heard them under the hood (I was sleeping inside the BEV), and I realized that I could either get up from my cozy and warm sleeping bag and move the vehicle, or honk the horn every once in a while when they were attempting to dismantle my rig (I chose the latter since no one was around for at least 50 miles). I learned a valuable lesson that night, and fortunately, all of my wiring and insulation remain intact.
Will I be put on a mailing list or receive unsolicited contacts from you or anyone else as a result of visiting this website or emailing you?
Absolutely not! I respect the privacy of all people, so I will not contact you unless you first initiate a dialog with me requesting that I contact you. My response will consist primarily of email or telephone interaction according to your wishes. Also, I will never share, sell, make available, or otherwise distribute any personal information of any website visitor or person who contacts me in any manner, so you will not receive mailings from other companies as a result of me. Unlike the common trend in American business lately where companies make yet more money by selling customers' personal info, my philosophy is adamantly opposed to such practices, therefore you don't need to worry about "opting out" of anything. I'm the Opt-Out king! Another very important thing to keep in mind is that I am totally opposed to having websites track unsuspecting websurfers, and as a result, I employ no secretive methods to track visitors to the WildDeathValley.com site. Your computer gets no cookies or spyware of any kind from this website! You are secure here right from the start! If you ever do experience any unacceptable behavior from this website, please notify me immediately, and I shall contact my service provider and host to track down the problem and put a stop to it.
I notice that you seem to be making a point on the website that "pleasant" and "happy" people are your preferred associates. I've not seen that stated by others. Why do you accentuate that?
Your perception is entirely correct! As I've said elsewhere, I've seen enough negativity and unhappiness to last me the rest of my days, so, idealistic or not, I make it a point now to immerse myself in positive ways of thinking and living. I enjoy surrounding myself with happy and uplifting people as much as possible. Sure, everyone has bouts of sadness and fleeting depression from time to time, but such transitory phenomena should hopefully be anomalous and brief in the positive-thinking individual, not a normal and protracted condition. In my book, life is 10% what happens to you, and 90% how you deal with it. If you have a temporary case of the "blues" and you want to use time in the outback to reconnect with happiness through adventure in the wilds, I welcome you! That is why I accentuate such philosophy!
Is a first aid kit required in every car?
Most definitely! I strongly recommend that every BEV carry onboard a first aid supplies kit, the more complete the better (as always, this is certainly no place to skimp). Go buy the best one you can find. There are many types for sale, so find one that seems to have what you might need, or make your own custom kit from scratch. Each of us should be able to 'doctor' minor injuries out of our own vehicle. Don't depend on someone else to provide common supplies.
What is your advice as to whether we should have a winch on our rig?
Winches are good insurance in the event that your BEV becomes stuck in the terrain beyond its ability to drive out. I have usually had a winch on my backroad vehicles over the years, but I have actually only used one once ... and you won't believe what it was for. A Jeeping friend of mine needed four stumps removed from his backyard in 1978, so he enlisted my assistance. We tied the rear of my CJ5 to a stout tree so it wouldn't budge, and then proceeded to pop those puppies right out of the ground (that little stunt also burned my winch motor, unfortunately). What I am heading towards here with my humble storytelling monologue is this: you can drive a lifetime of cautious backcountry exploration and never use one. Although, there was a time that I stuck my Jeep on a muddy road back in '76 prior to my first winch, and sure could have used it then ... even a tow strap didn't work, so we had to return the next morning when the mud had frozen solid to free my wheels (kinda' ruined that day of four-wheelin', but makes for a great story now)! And let me tell you, the mud had so caked around my wheels that I could only drive 30 MPH back to town due to the horrible imbalance (once I hosed out the debris, all was well). Okay, back to winches: My philosophy is to use common sense and scout questionable roadways on foot before you drive on them. This type of assessment can save a lot of unpleasant extraction activity. If you are with other vehicles, a tow strap from a mobile rig to the trapped rig usually does the job a bunch quicker, so I feel that is preferable if it works. It is unlikely that you'll need a winch on these backroads if you use common sense, inquire about road conditions ahead of time, and be able to change your route if mud or other questionable obstacles confront you, but of course, as soon as I make that statement, Murphy will prove me wrong with his unsettling law. So, you didn't hear it from me, okay?! If you were looking for an answer to your question to help justify a new toy for your rig, I apologize. But hey, look at all the money you just saved! Currently, I carry onboard a two ton hand winch (meaning that it can exert 4,000 pounds of pull) - they can be purchased at auto parts or hardware stores for around forty bucks, are totally portable, and require little storage space.
