UMCA Tips

UMCA Year-Rounder Challenge
John Lee Ellis, chair

year-rounder@ultracycling.com
Tips for Year-Rounder Riders

Reprinted from
Ultra Cycling
Copyright 2006 by the UltraMarathon Cycling Association, Inc. John Hughes, Managing Director PO Box 18028 Boulder, CO 80308-1028 director@ultracycling.com www.ultracycling.com
www.ultracycling.com/standings/umc.html
Contents
I. Resources
Introduction to the Mileage Challenge John Lee Ellis Larry Schwartz Profile Ed Fleming Mileage Challenge Submission Forms Mileage Challenge Complete Rules Hub Ride Leaders
UMC_Tips1.pdf
3 5 6 9 13
II. Training
Endurance Training Pete Penseyres Training for Centuries Lisa Marie Dougherty Choosing a Century Riding a Fast Century Strength Training Planning Workouts Developing Power on the Bike Moving to Longer Rides Spontaneous Speed Ed Pavelka
UMC_Tips2.pdf
15 17 18 19 20 21 22 24 26 29 32 33 35 37 39 41
III. Equipment & Clothing

Choosing a Long-Distance Bike Lon Haldeman Points of Contact Mileage Challenge veterans Shoes John Bayley Tires John Bayley Shorts Wade Baker & Drew Bourey Cold Weathe Clothing Mileage Challenge veterans Raingear Terry Zmrhal Sample Equipment List John Hughes
IV. Nutrition
Eating for Endurance: Ten Mantras Susan Barr, Ph.D. Caloric Requirements Susan Barr, Ph.D. Eating for 100 and 200 miles Susan Barr, Ph.D. Electrolytes and Fluid Replacement Kevin Setnes & Karl King Overhydratrion and Hyponatremia Lulu Weschler Cold Weather Training Ed Burke, Ph.D.
UMC_Tips3.pdf
42 43 45 47 49 50 52 53 54 `55 57 60 63 66 68 70
V. Technique
Cadence Pete Penseyres Pacelines Pete Penseyres Climbing Ed Pavelka & John Hughes Descending Pete Penseyres
VI. Recovery
Recovery: Part 1, Nutritional Aids Ed Burke, Ph.D. & John Hughes Recovery: Part 2, Non-Nutritional Aids Ed Burke, Ph.D. & John Hughes Self-Massage Josh Simonds Saddle Sores Bernie Burton, M.D. Crotchitis Bernie Burton, M.D.
Vii.Mental
What to do when the ride stops being fun John Hughes
Introduction
By John Lee Ellis
Many of us enjoy getting out on a long ride with friends or just by ourselves and doing so throughout the season. Its the satisfaction of a day on the bike under mild spring sunlight, winter gales, summer thunderstorms, stiff mountain climbs, and easy rolling countryside. Our season may have high points and peak events, but these are against the backdrop of consistent endurance riding. Such a season might include: a brevet series culminating in a 1200K a week-long or multi-week tour double centuries over varied landscapes fast centuries or leisurely centuries!every weekend with friends
Personal rides you design yourselfyou can ride by yourself or with friends and document by collecting store receipts at a few points along the way. Personal rides augment organized events when the latter are scarce, or when youd just rather do an ad hoc ride!
Year-Rounder Divisions
Rides are counted in these divisions, plus the combined mileage from these divisions. Organized Long Division: Organized rides of 150 + miles. You must complete at least 150 miles of the ride to receive credit. You will receive credit for your actual, on-route mileage. Organized Century Division: Organized rides of 90 - 149 miles. You must complete at least 90 miles of the ride to receive credit. You will receive credit for your actual, on-route mileage. Personal Long Division: Personal rides of 150 + miles documented by receipts and/or witness verification. For credit, you must complete at least 150 miles in an 18-hour period. Personal Century Division: Personal rides of 90 149 miles. For credit, you must complete at least 90 miles in 11 hours including off the bike time. Combined Division: Combined mileage from the above divisions.
a long ride every month of the year

The UMCA Year-Rounder Challenge (Y-R) provides a structure to motivate you throughout the season and to recognize your personal achievements. The Y-R is designed to showcase consistent performance in cycling throughout the year. The Y-R has different divisions to recognize different goals. Rides are categorized by distance (Century or Long) and type (Organized or Personal ride). Organized events have a name, start/finish location, starting time(s), route plan, registration or sign-in, an organizer, and advance publication. They neednt be blockbuster events with a t-shirt, water bottles, and a cast of hundredsthey can be a simple club ride 90 miles or longer. And in a number of locales, UMCA Hub organizers run rides on a regular basis (see p 13).
Riders with at least 1,000 miles are eligible for the Accelerade/Endurox R4 Team Purchase Program. To order, contact Chris Facas at 1-877-ENDUROX x604. Accelerade is designed to increase endurance during rides and Endurox is to improve recovery between rides. For more information go to www.enduroxr4.com.
Ride calendar at: http://www.ultracycling.com/events/rides.html

Recognition and Awards
The Year-Rounder recognizes these awards: Larry Schwartz award: Riders complete at least one Mileage Challenge ride in each month, with at most two make-up ridesaward is a medal. Gold: 3,000 or more Combined milesaward is a medal. Platinum: 5,000 miles in the Combined division including at least 2,000 miles in one of the other divisionsaward is a medal. Whos Who: the top five Platinum riders in each divisionaward is a plaque and mention in UltraCycling. Riders pay a $10 participation fee to fund the awards. The Y-R year runs from December 22nd through December 21st. A century on 12/27/05 would count toward the Y-R 2006 standings. This gives riders a break for the holidays as family time.
Ride Submission
Within 14 days after the event. Organized Rides, web-submission: If an event publishes results on a website, you should submit via web-form at www.ultracycling.com/standings/umcsubmissions.html. Individual Organized and Personal rides: Mail the single-ride form (other side) to the address on the form. For Organized rides include a cue sheet or event flyer. For Personal rides include store receipts showing date, time and location. Multi-Stage Organized rides: Mail the multistage ride printed form, with ride documentation to the address on the form.
Questions?
Contact John Lee Ellis, Y-R chair, year-rounder@ultracycling.com
Ultracyclist of Distinction
The Ultracyclist of Distinction is the highest award that a UMCA member can earn. To earn the Ultracyclist of Distinction a cyclist must demonstrate outstanding performance in three out of four consecutive years, with 2005 as the first year in which a rider can earn credit. Further, a rider must achieve distinction in at least two UMCA programs during the four years. The programs and standards are: 1) Year-Rounder earn at least Platinum (5000 miles). 2) John Marino Competition earn at least 85 total points. 3) Records set one or more records totaling (at least) 500 miles. 4) RAAM Qualifying - qualify for RAAM (except through team RAAM, which is counted below) 5) RAAM - Complete solo or team RAAM (including corporate RAAM). Each rider earning the Ultracyclist of Distinction will receive a plaque from the UMCA and will be honored in UltraCycling. The UMCA is also having a custom jersey or vest designed which will be available only to riders who earn the Ultracyclist of DistinctionUltracyclist of Distinction. Looking retrospectively, multi-disciplinary ultra riders such as the following would have earned the Ultracyclist of Distinction: Wade Baker, Sam Baugh, Jim Cartwright, Wolfgang Fasching, John Guth, Nancy Guth John Jurczynski, Kevin Kaiser, Russ Loomis, Jur Robic, Marc Pritchard, and Ralph Pruitt.
Larry Schwartz
UltraCycling Hall of Fame 2004 Inductee I was fascinated with how far I could go under my own power. by Ed Fleming
Ride, ride, and ride some more. After retiring as an Engineering Senior Manager for Worldcom, in 1999 at the age of 38 thats what Larry Schwartz did. The stock markets irrational exuberance was good to me. Larry was a Texas rider through and through. Although he lives just outside of Dallas in Wylie, he loved to ride the roads of the Texas hill country near Fredricksburg. In 2002, Larry logged 22,980 miles in the UMCA Mileage Challenge. He was leading the 2003 UMC when he was stuck and killed by a school bus in May 2003. Larry, who was wearing a helmet, was struck by the bus mirror. Larry was a regular on the PAC Tour circuit. He rode every mile of the 01 Northern tour, the 99 Oregon Trail tour and the 95 Southern tour. Before retirement, he rode nearly 17,000 miles per year! In 2001 he ramped up to about 21,800 miles, for first place honors in the Mileage Challenge. First place was no stranger to Larry. He scored firsts in the 2001 RSD 24 Hour Challenge in Canada, the 98 Waco, TX 12 Hour Shootout, the 97 Texas Ironbutt, and the 94 Oklahoma City Tinbutt. In a 2001 interview Larry said: My interest in ultra grew out of riding in general. I started riding in January 88 as a New Years resolution. I wasnt overweight or anything, but just thought Id better get some exercise. I was fascinated with how far I could go under my own power. I still remember the excitement I felt having ridden five miles to the next town! Four months later, I finished my first century. Last year, I decided to focus on the UMCA Mileage Challenge. Having my days free, it became easy to tack on another 25 or 30 miles to what Id been riding anyway. I like the multi-day tours because someone else
gets to do all the grunt work. Think about PAC Tour, for instance. Theres nothing to do for weeks but worry about where the next turn is, and where lunch and the motels are. I dont want to lose my ability to do distance tours. I see people in their 60s and 70s still doing ultras. I think riding that long is attainable.
I see people in their 60s and 70s doing ultras. I think riding that long is attainable.
When I was working, some of my most creative solutions to problems came while riding. Other times, Im kind of like Homer Simpson. You know how someone will ask him something and he just goes blank? I seem to block everything out. He was so smart, but he just wanted to be a kid and be happy, said his brother, Ron Schwartz of St. Paul. To this day, when he comes to visit my kids, he watches cartoons with them and goes sledding with them. When he was killed, he was engaged to marry his longtime partner, Judith Jolly. She recalled one of their cycling triumphs, the RSD [for rubber-side down] Twenty-Four Hour Race in her native Canada in 2000. Larry, then 39, set a course record and personal best of 410 miles in 24 hours. Judith won her age class with 328 miles. It was a high point for both of us, because we both did it, she said. We both set personal records. Larrys course record still stands, she said. In addition to his brother and fiance, Mr. Schwartz is survived by his parents, Norton and Ethel Schwartz of Boca Raton, FL.
Ultracycling Hall of Fame: www.ultracycling.com/about/hof.html
Ride Submission Forms

It is the riders responsibility to submit rides, which may be submitted in the following ways: If results are published on the event website, use
Single Event Form for electronic submission

www.ultracycling.com > standings > ride submissions (illustrated below)
If results are not published on the event website, use for single events or use for multi-stage events such as tours
Single Event Form (on page 7) Multi-stage Event Form (on page 8)
UMCA Year-Rounder Challenge
Ride Submission Forms

Y-R Century and Long Divisions Singe Event Form (For Electronic Submission) Home Events Calendar Current Results Standings Year-Rounder Records Training Equipment Nutrition About the UMCA Site Index * E-Mail Event Information * Event Date * Miles Ridden Century credit: 90 - 150 miles; cyclist must complete at least 90 miles. Long Ride credit: 150 or more miles; cyclist must complete at least 150 miles. * Event URL Rider Notes * Event Name Country * Indicates Required Field Rider Information * Name * City * Address * State/Prov * Postal Cd
Send Form Fill out the entire form then click the Send Form button.
UMCA Year-Rounder Ride Form

Riders Name E-Mail
1/10/06
____________________ ____________________
Address City, St.
______________________ ______________________
Event Name or Description Date
___________________________________
Distance you rode (at least 90 miles) _______
____________
Division (check):
K K
Organized Ride Verification Personal Ride Verification
Location
Store, Road
Organized Century
(90 - 149 miles)
K K
Personal Century
(90 - 149 miles)
K K
Indoor Personal Century (6 hours) Indoor Organized Century (6 hours)
Organized Long Ride

(150 miles or more)
Personal Long Ride

(150 miles or more)
Officials Name Signature Start Location Finish Location
______________________________
______________________________
Date
______
Time ______ Time ______
________________________________________ ________________________________________
Town, St.
_________________________________
________________________________
Time
Witness Name
__________ AM PM Miles Thus Far __________

Witness
Receipt Attached (or)
_________________________________ _________________________________
E-mail
_________________________________ ________________________________
Location
Store, Road Town, St.
Time
Witness Name

Witness
_________________________________ _________________________________
E-mail
_______________________________ ________________________________
Location
Store, Road Town, St.
Time
Witness Name

Witness
_________________________________ _________________________________
E-mail
_________________________________ ________________________________
Location
Store, Road Time Witness Name Town, St.

Witness
_________________________________
E-mail
_________________________________
Submission: within 14 days after the event: Centuries Attach event documentation or receipts and send this form to:
John Lee Ellis, 2155 Dogwood Circle, Louisville, CO 80027
Long Rides Attach event documentation or receipts and send this form to:
Don Norvelle, 1701 S. Hillside, Stillwater, OK 74074
UMCA Year-Rounder Ride Form

( Use this form for multi-day tours, camps, etc. with discrete stages, not for multi-day events like 1200Ks. ) Riders Name ____________________ E-Mail
Address City, St.
______________________ ______________________
____________________
Tour / Camp Name or Description Dates
_____________________________
____________________
Divisions: Stages of 90 - 149 miles count in the Century Division Stages of 150 or more miles count in the Long Division
Date
Description
Miles
Division (C or L)
Officials Initials
Rides Verification Submission
Officials Name Signature
______________________________
______________________________
Date
______
Within 14 days after the tour attach event documentation and submit this signed form. For multi-week events, intermediate submissions are encouraged. Send to: John Lee Ellis, 2155 Dogwood Circle, Louisville, CO 80027
Complete Rules
Last updated 2/10/05 The UMCA Year-Rounder (Y-R) is a year-long mileage competition designed to showcase consistent performance in ultra-distance cycling through the season. Riders are recognized both for individual achievement (attaining certain mileage levels) and in competition with others (top mileage riders in each division). The rules are in the following sections: I. Y-R Divisions II. General Rules III. Recognition and Awards IV. Rules for Organized Rides V. Rules for Personal Rides VI. Rules for Larry Schwartz Award Rides (see below).
II. General Rules

UMCA Membership: To get Y-R credit for a ride, a person must be a UMCA member at the time the ride was completed or submit a membership application postmarked within 14 days after the end of the ride. Y-R Year: The Y-R year runs from December 22nd through December 21st of the following year. For example, a ride on December 27 would count toward the following year. This gives riders a quiet period during the holidays. Tandem Mileage: Rides may be done on a tandem bicycle (or triple, etc.) and the rules for the above divisions apply. A tandem rider accumulates tandem mileage independent of partner(s). For recognition levels, a riders solo and tandem mileage are pooled. UMC standings are also shown pooled. A tandem rider may do different rides with different tandem partners, and the partner need not be a UMCA member. But a given tandem ride must be ridden with no more than one partner, except for reasons such as illness, injury, or logistical approved by the Y-R chair. Indoor Mileage: You may ride indoors "centuries" (six hours) for credit in the Y-R, so long as they follow the UMCA Indoor Challenge rules. You may ride up to twelve a year (viz., enough to qualify for the Larry Schwartz award). Indoor centuries are submitted in the normal way as Personal rides, or as Organized if ridden as part of an organized indoor event, publicized as per the Y-R rules. For credit in the Indoor Challenge you must submit the ride separately to the Indoor Challenge.
I. Y-R Divisions
Rides are categorized in these divisions, by distance (Century or Long) and type (Organized event or Personal ride) as follows: Organized Long Division: Organized rides of 150+ miles. You must complete at least 150 miles of the ride to receive credit. You will receive credit for your actual, on-route mileage. Organized Century Division: Organized rides of 90 - 149 miles. You must complete at least 90 miles of the ride to receive credit. You will receive credit for your actual, on-route mileage. Personal Long Division: Personal rides of 150+ miles documented by receipts, tracking graph and/or witness verification. For credit, you must complete at least 150 miles in an 18 hour period (and maintain an 8.33 mph average after that). Personal Century Division: Personal rides of 90 149 miles documented by receipts, tracking graph and/or witness verification. For credit, you must complete at least 90 miles in an 11 hour period including off the bike time (and maintain an 8.33 mph average after that). Combined Division: Combined mileage from the Organized Century and Long divisions and Personal Century and Long divisions. Overall Y-R standings are shown in order of Combined Division mileage. However, excelling in a given division (for example, the Organized Long Division) is a worthy goal, and is recognized as such
Other Rider Classifications: There are no mens or womens or age-based separate divisions in the UMC because cycling speed and endurance are not major criteria in the Y-R.
Electronic Ride Publication: Publicizing an organized ride or ride series on a website or by email is sufficient provided:
the existence of the web page or e-mail

distribution list is publicized as above (e.g., club newsletter), and
III. Recognition & Awards

The UMCA recognizes one consistency-based award and three distance-based levels of accomplishment. (The rider's award will reflect the highest distance level achieved plus Larry Schwartz award if qualified.) Larry Schwartz award: completing at least one Year-Rounder ride in each calendar month, with up to two make-up rides - award is a medal. Gold: 3,000 miles or more in the Combined division - award is a medal. Platinum: 5,000 miles in the Combined division, including at least 2,000 miles in one of the other divisions - award is a medal. Who's Who: the top five Platinum riders in each division - award is plaque and mention inUltraCycling. Standings: are published in UltraCycling throughout the year and on ultracycling.com. In addition, Y-R participants can receive standings updates via e-mail. To be added to the distribution list send an e-mail to year-roundernews @ ultracycling.com
interested riders will be provided with a

physical notice, if they request. Sending out notice of a ride to a personal e-mail distribution list or posting the ride on a web-page is not by itself sufficient. Publicizing a Ride Series: Individual rides in a ride series can be publicized electronically - so long as the ride series as a whole is publicized as above. Ride Submission: You may submit your ride in any of these ways:
Webform from the rider is strongly preferred.

Go to www.ultracycling.com > standings > ride submissions. Include the event name, date, actual distance ridden, and results-page web link for the event;
Single-ride printed form (for single-stage

events) on page 7 signed by an event official, plus the events flyer or route sheet mail to the address shown on the form,
IV. Organized Rides

Organized Events: Organized means that the event must have: a name, start/finish location, starting time(s), route plan, registration or sign-in, an organizer, and advance publication. Publication of Organized Events: Publication can take the form of flyers (distributed to bike shops, for example), announcement in club newsletters, advertisement in local papers, publication at the national level (e.g, in American Randonneur), etc., or if the ride is part of a ride series publication of the ride series (see below). The ride or ride series must be publicized at least 14 days in advance. The organizer can provide some ride details later or change them as circumstances require (for example, change of route, change of start time) so long as the organizer provides a means for participants to learn of details and changes in a timely manner.
Multiple-stage printed form, (for multi-stage

events) on page 8 with info as above, Ride Submission Deadline: Rides must be submitted within 14 days of the completion of event. (For multi-week tours, riders are encouraged to make weekly intermediate submissions if convenient.) The Organizer: Remember that most events are not organized with the UMCA in mind, and most ride officials have a lot to take care of during and after an event. Remember also that it is your responsibility not the UMCAs or the ride officials to assure that the ride submission contains the proper info and is sent to the Y-R chair within the deadline. Add-On Mileage: A ride organizer may provide add-on mileage options to allow the ride to qualify for Y-R credit.
Complete ride calendar at www.ultracycling.com/events/rides.html
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An individual may also add mileage to the organized ride to make it a longer personal ride provided: 1. the rider documents the personal part(s) of the ride as per the rules, 2. the total distance puts the ride in another distance division from the organized event. Examples include a 60-mile club ride as part of a 90+ mile personal century or riding a 200K brevet as part of a personal long ride. However, riding a 300K brevet in the midst of a personal double century would count as a 300K organized ride. 90-Mile Minimum: The 90-mile minimum for Century Division rides is meant to take into account organized rides billed as a century in concept, but which, because of routing constraints, etc., fall slightly short of 100 miles. It is not meant to suggest that 90 miles constitute a century per se. Unusual Events: The Y-R chair will consider giving credit for exceptional events which do not meet the rules. E.g., a) if an event is shorter than 90 miles and the terrain and cycling conditions are exceptionally difficult; or b) if the distance meets the rules but the event is so difficult that it doesn't meet the average speed requirements. Include an explanation of the details with event submission. Multi-Day Rides: A ride extending beyond 24 hours or across day boundaries will count as a single, extended ride as long as an average speed of 200 miles per day (8.33 mph) is maintained. For example, Paris-Brest-Paris, with a 90-hour cut-off for its 1200km distance, requires essentially that average speed. Multi-Stage Events: A multi-day series of stages (for example, a multi-day tour) counts as a series of individual rides which may be eligible for Century or Long Division credit, depending on the length of the stage. Mileage Deviations: You are credited with your actual on-route mileage (no credit for riding to or from the event, or getting lost en route). The actual distance may differ from the published
distance because of last minute route changes (including detours for safety reasons), inaccurate measurement of the route, add-on mileage options provided by the organizer, etc. If your actual mileage differs from the published, you can note the reason on your submission.
V. Personal Rides
Time and Distance: Riders on Personal rides must average at least 8.33 mph including off-thebike time. Personal Century rides must be between 90 and 149 miles at an elapsed average of at least 8.33 mph, i.e., 90 miles within 11 hours, etc. Personal Long rides must be at least 150 miles at an elapsed average of at least 8.33 mph, i.e., 150 miles within 18 hours, 200 miles within 24 hours, etc. Personal Ride Documentation: Personal rides are documented via verification points using the Mileage Challenge form. Verification points must indicate location, date, and time. Verification points must be made within 10 miles of the start and 10 miles of the end of the ride, and:
for Century rides, at approximately 1/3rd and

2/3rds of the distance (e.g., at mile 33 and 67 for a 100-mile ride),
for Long rides, approximately every 50 miles.

Verification should by receipts (store, ATM, or other receipts) is strongly preferred, showing location, date, and time. If a receipt cannot be obtained at a given point, then a witness may sign the form and provide an e-mail address for electronic verification. Alternatively, you may use an automated tracking device that provides a record of mileage ridden over time, such as certain integrated heartrate monitors or GPS-based systems. The submission must show a graph or map of distance over time, plus total distance (rather than, say, a list of GPS coordinates and times). Ride Submission Deadline: Rides must be submitted within 14 days of their completion. Ride Submission: Submit your personal ride on the Single-ride printed form (page 7) plus your verification receipts (or tracking device log). Mail to the address shown on the form. Mileage Measurement: Use your bikes odometer/computer to ascertain mileage, if it is accurately calibrated. Otherwise, or if your computer fails en route, you may use map mileage.
Why ride alone? Join a hub ride or become a hub ride leader. See page 13.
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Record Attempts: Time or distance-based UMCAsanctioned individual record attempts count as Personal Division rides. Submit the officials log and results for verification. Examples would be a 24-hour record attempt or a border-to-border state crossing. Permanent Randonnes: A Permanent is a randonne run under brevet rules, etc., but ridden on a date agreed upon personally between rider and organizer. Therefore, riding a Permanent counts for Personal Division credit. http:// www.rusa.org/perminfo.html Support Crews: If you have a support crew for a Personal Division ride, your support crew may obtain or provide verification on your behalf.
need to denote that any particular ride counts toward a given month's Larry Schwartz credit or make-up. Make-Up Rides: Larry Schwartz award aspirants are strongly encouraged to ride at least one Y-R event every month. However, since severe weather or injury may prevent that, a rider may make up at most two missed months per year, by riding extra one(s) earlier or later that same year. For example, if the rider completes no ride in February, riding two in March can make up for February. Participation: All Mileage Challenge participants are automatically included in the Year-Rounder Challenge. Indoor Centuries: Indoor centuries that count as Y-R rides earn credit for the Larry Schwartz award. Calendar Month Credit: A ride that span months is credited to the month in which the ride starts (for example, a 400k brevet which the rider starts on May 31 and finishes on June 1) or, if a makeup, to the made-up month.
VI. Larry Schwartz Award Rides

Participation: Year-Rounder participants are automatically included in the Larry Schwartz award. Ride Submission and Tracking: A Larry Schwartz participant simply submits YearRounder rides in the usual way. The rider does not
UMCA 24 Hour Championship & RAAM Qualifier September 2, 2006 Iowa

24 Hour Non-Drafting RAAM Qualifier 2 JMC points 12 Hour Drafting Race 1 JMC point 6 Hour Drafting Race
Same Divisions as in JMC: Men under 25 Men 25-49 Men 50-59 Men 60-69 Men 70 and over Tandem M/M Tandem F/F Women under 25 Women 25-49 Women 50-59 Women 60-69 Women 70 and over Tandem M/F Recumbent
Organized by Joe Jamison and Dave Parker More information: www.ultramidwest.com j-jamison@sbcglobal.net parker_dave@hotmail.com (309) 235-4284
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Hub Rides
Hub leaders lead rides most weekends in many parts of the country. These are low-key 100+ mile ridesno T-shirts and no catered rest stops. If you are tired of riding alone, contact one of the Hub leaders and find out about the next ride. Or sign up to be a Hub leader. Contact Dave Buzzee, D_Buzzee@yahoo.com, (614) 519-7921. What does a Hub leader do?
Designate a starting time and place; Hand out a cue sheet or give verbal directions; Suggest regrouping points to eat and drink; Ride, eat and drink.
Get involved, make some new friends, and introduce folks to the joys of endurance riding.
Hub Leaders
California
Oak Park / Mulholland Hwy / Ojai / PCH Chris Kostman and AdventureCORPS Visit http:// www.adventurecorps.com for the current schedule Sign up for the "Club Training Rides" newsletter at http://www.adventurecorps.com/lists.html Orange County Orange County Wheelmen Saturday Centuries Chuck Bramwell cbrams@caltriplecrown.com Sign up for the OCW Saturday Century e-mail list at www.caltriplecrown.com/EMailLists.htm San Diego Barclay Brown (858) 272-0726 sdhubrides04@barclaybrown.com www.coolbike.com/sdl San Fernando Valley Dawn Derlighter (818) 625-6455 dawnsy@mac.com
Iowa/Illinois
Quad Cities Joe Jamison (309) 755-6801 home; (309) 235-4284 cell j-jamison@sbcglobal.net www.big-dogs.org
Kentucky
Louisville Bill Pustow (502) 245-1349 Bpustow@aol.com www.louisvillebicycleclub.org
Massachusetts
Ashfield Russ Loomis (413) 628-4002 home rloomis@crocker.com www.newengland24hourchallenge.com
Boston
Dave McElwaine mcelwained@aol.com http://trailwatch.net/longrides.html
Illinois
Crete David DeGroot (708) 672-5048 Bikenut99@yahoo.com See also Iowa/Illinois & Illinois/Wisconsin
Ohio
Akron/Canton Dave Watkins (330) 945-4932 dwatkins@getinfo.org Tom Stevenson (330) 268-2355 t.stevenson@att.net www.nls.net/mp/dwatk2300/cycling/hub.html
Illinois/Wisconsin
Chicago suburbs & S. Wisconsin Bob Meinig (630) 377-8715 Rmeinig@yahoo.com www.bobmeinig.com
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Cincinnati Bob Rich (513) 248-0702 Bob.terri@fuse.net
Texas
Dallas/Fort Worth Greg Dean (972) 220-1789 home; (800) 262-1113 ext. 1789 work GPDean@msn.com
Tennessee
Memphis Jeff Harris (901) 580-6683 tailwindeditor@yahoo.com www.memphishightailers.com Murfreesboro Cary Way (615) 893-0721 caryway@hotmail.com www.mborobike.com
Washington, DC
Crista Borras (202) 365-3738 week ends (202) 662-4557 weekdays (Noon to 7:30PM) cborras@fulbright.com www.dcrand.org/
Major new sports science study* confirms the enormous benefit of adding protein to a sports drink. The independent study compared Accelerade to a conventional carbohydrate sports drink, and showed protein-powered Accelerade delivers: Greater Endurance Extends endurance 29% Less Muscle DamageReduces muscle damage 83% Faster Recovery Extends endurance 40% in a second exercise test 15 hours later
Why your sports drink should contain protein.

1. Protein extends exercise endurance. 2. Protein helps deliver more carbohydrate energy to working muscles. 3. Protein reduces muscle damage. 4. Protein helps muscles recover faster so youll have
Riders with at least 1,000 miles are eligible for the Accelerade/Endurox R4 Team Purchase Program. To order, contact Chris Facas at 1-877-ENDUROX x604. For more information go to www.enduroxr4.com. *Effects of a carbohydrate/protein beverage on cycling endurance and muscle damage. 2004 (M. J. Sanders, M. D. Kane, M. K.Todd; James Madison University).
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Endurance Training for Cyclists

Training for endurance is straightforward, but not easy. by Pete Penseyres
Pete Penseyres won the Race Across America twice (1984 and 1986), holds the RAAM mens average speed record of 15.40 mph (1986), with Lon Haldeman holds the tandem transcontinental record (1987, 7d 14h 55m), was a member of Team Lightning that won HPV RAAM (1989, 5d 1h 8m), was a member of Team Bicycling which set the 50+ RAAM record (1996, 5d 11h 21m) and is a national champion road racer. Training for endurance is straightforward, but not easy. You simply identify your target event on a calendar, back off six to eight weeks, and do weekly long rides building up to 75% of your target distance. If your target event is a century the first of July, you reserve one day a week in May and June to do rides up to 75 miles. This 75% rule works for any cycling event up to 24 hours. In the latter case, youd build up over six to eight weeks to an 18 hour training ride! If your target event is longer than 24 hours (e.g., RAAM), then a 24-hour ride every week or two over the last six to eight weeks may be the best preparation. Lets assume that our goal is a century ride by July 1, but its March. What now? We need to build a base so that by May were ready to ramp up the distance. There are no good shortcuts to putting in base miles. If you try to build up too fast, the risk of injury or burnout increases. A good rule of thumb is to only increase total riding by 10-15% per year and to also limit monthly increases to 1015%. Building this way should allow us to ride for decades with smiles on our faces! rides can be done comfortably, then our confidence in completing our target event will increase. The long rides should increase by 5-10% every week, at the same rate as the weekly total. You might try to build up a little faster, but then throw in an easy week every four to six weeks, to allow yourself to recover. The long ride should be about half of your total weekly training volume. This works for long rides up to about 200 miles. The long ride should simulate the planned event as much as possible. For example, if youre planning a tour, with rest stops every couple of hours and a break for lunch, then ride that way. If youre targeting a race, than train with minimal stops. Only riding time counts, so deduct the time spent at breaks, fixing flats, etc. If possible, simulate the terrain and weather conditions you expect for the event on the weekly training rides. Pace yourself on the long rides so that you feel good at the end. You may want to do these with other riders to make them safer and more fun, but please dont try to half wheel or hammer each other. If you cant carry on a continuous conversation at any time during the long ride (including the climbs) then you are going too hard. The primary purpose of this ride is to have the slowest rider feel good at the finish. Each rider will get the desired benefits, even if they feel that they are loafing through most of it.
Weekly long ride

By the end of base training, the goal is to comfortably ride 1/3 to 1/2 of the target distance. Since well be riding a century in by July 1, our base preparation goal is to ride 50 miles by the end of April. We live in San Diego, so this much riding is possible; if you live in Minnesota, you might only ride 1/3 of the target distance (33 miles). If youre training for something longer, like B-M-B or RAAM, then by the end of your base, you should be able to ride 1/2 of the daily riding time, e.g., 12 hours if training for RAAM. Since were training primarily for endurance and not for speed, the most important ride is the weekly long ride. The purpose of the long ride is to train your muscles and cardiovascular system, and also your digestive system. A secondary benefit of this ride is psychological. If the long
Identify and eliminate limiters

These rides should also be used to identify the limiters (i.e., show stoppers) that could stop you from completing the event comfortably. For example, there may be problems with pain or numbness at any one of the places we contact the bike: hands, feet and seat. This is the time to find (1) a saddle that fits your unique anatomy, (2) a comfortable aerobar position so that you can spend most of your flat and downhill riding time in it, and (3) shoes/inserts that keep your feet and
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knees happy. Knee, neck, back, or ankle problems could also show up for the first time on these long rides. When you identify a potential show-stopper on a long ride, fix it before the next weekend. Use the long rides to experiment with eating and drinking. There are many good articles on nutrition. Figure out what works for you. Do you ride better with pastries and Pop Tarts? Or with Hammergel and Spiz? When you find something that works for you, use it for the rest of your training rides and especially for your target event. It helps to do these long rides in one loop or one out-and-back. Then, if you are at least halfway and start to tire, the fastest way home is to keep going. This is especially important as your longest rides approach 24 hours. When I was training for solo RAAM, several of my 24 hour rides started near home on Friday nights and went around the east side of the Salton Sea. At about the halfway point I almost always rode through a low point but managed to continue because every pedal stroke took me closer to home.
building your base, increasing your endurance and trying to get comfortable on the bike, then just ride. You need to ride at least four days a week to get fitter, so try hard to fit in the rides. I believe the best way to get in regular rides is commuting. You might take a short route on the way to work so you dont work up a sweat and then take a longer route home. Other options are Spinning classes or riding a trainer. Youre better off riding briskly for 45 minutes three nights a week, than getting out for a couple of hours only one evening. A couple of months before your big event, you should start doing a couple of short, hard rides a week. Again, specificity is key. If youre doing a mountainous century, go out and hammer in the hills. Or hammer into the wind. If youre peaking for a fast, flat 12 hour race, do a couple of fast, flat rides a week, focusing on staying aero and maintaining a constant effort. Of course, you also need some easy miles for recovery. If you are just getting started with distance events, these suggestions may help you complete your first long rides in comfort and a smile on your face.
Other training
The long ride is half of your weekly training what do you do for the rest of the time? If youre
Good luck in your Year-Rounder rides!

For more expert how to advice about long rides and many other aspects of road cycling, please visit us a www.RoadBikeRider.com. Run by Ed Pavelka, veteran of team racing in RAAM and the Furnace Creek 508. I offer a free weekly e-mail newsletter along with a complimentary e-Book for new subscribers: 29 Pro Cycling Secrets for Roadies. No cost or obligation! In addition, our online bookstore has two-dozen helpful how to paperbacks and e-Books thatll boost your ability.
Check us out at www.roadbikerider.com/bookstore.htm
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The Century Pages
#1 Choosing A Century to Ride

by Lisa Marie Dougherty
Lisa Marie Dougherty has been a serious bicycle racer since 1994 and century rider. She is a licensed USCF racer (Womens Category 2). As a ultra marathon cycling racer, she qualified for the Race Across America in 1996 after completing the Bicycle Across Missouri race in under 50 hours. She has won the Ultra Marathon Cycling Associations 24 Hour Championship race three times. In 2003 she won the womens division of the Furnace Creek 508. She is married to Eugene Dougherty, also an accomplished racer himself. The Century Pages include: Part 1: Choosing Which Century to Ride. Part 2: Riding a Fast Century Part 3: Strength Training for a Century Part 4: Planning Workouts for Training for a Century Part 5: Power on the Bike for a Century Part 6: Moving to Double Centuries and Longer Rides Only a week ago, you stirred long before the sun finished traversing the opposite hemisphere of the earth. Now sunbeams kiss your cheek as you sip your morning coffee and gaze at glistening droplets tumbling from tips of shrinking icicles. Your eyes come to rest on your bicycle, a neglected companion. Soft tires and a sprinkle of dust add to the appearance of disrepair. The spirit of the dawning spring fills you, though, and you attack the task with zeal. Within minutes, your bicycle is gleaming and begging to be taken for a ride. A few days back in the bicycle saddle return to you a few years of your life. The exhilaration of the awakening world adds a snap to your legs. One mile ... two miles ... three miles. Hmmm ... maybe thats enough for the first day. As you cycle back home, an idea flashes in your mind. What if I kept going? What if I rode 50-miles to Ohmygoodnesston ... or 70-miles to Youvegottabekiddingburg ... or century to Areyoucrazyville? What if I rode for 24-hours straight? How far could I go? The ultra cycling bug has bitten you! A drive to explore your Id ... your Ego ... your very self consumes you. A limit that has always been there but never threatened has become a target. Perhaps youll reach it. Perhaps youll fall short. Perhaps youll press up against it and shoulder it up a few notches. The Century Pages are for the bicycle rider who has discovered a desire to expand personal experience by bicycle riding greater distances. Riding a century in a single day may be quite challenging. Perhaps your goal is to ride a century every month. Or perhaps compete in the Century Division of the UMCA Mileage Challenge. With careful preparation cycling a century can be fun and rewarding experiences. Each page concentrates on a different aspect of preparing for and completing a century. At the conclusion of the series, there will be a brief discussion on moving beyond a century to a double century. The leap isnt as large as you may fear. The key is simple: Get out there and ride your bicycle! Lets start from the beginning. The first thing you must do is select a century. There are three types of century rides: 1. a personal, unsupported century, 2. an organized brevet, and 3. a fully-supported century.
A Personal Century
A self-planned century has the advantages of freedom in scheduling and route planning. You dont have to wait two months for the century or drive halfway across the state to reach the century. However, you do have to anticipate route problems on your century. Unfamiliar roads may be gravel or under construction. You have to carry enough bicycle tools in case you have a mechanical mishaps with your bicycle. Unless you scrounged up a cycling partner, you will bicycle the century alone. Also, dont expect to save money by planning your own century ride! The fee for an organized bicycle century is generally minimal, often less than the cost of food for a long, solo century.
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A Brevet
A brevet requires a minimal fee but provides a map of the bicycle route which usually includes information on supply stops along the way. There is no mechanical or food support but there are other participants who can function as either companions or competitors. Brevets come in a variety of distances. Century riders should start with the shortest option, the 200 km (125-mile) brevet.
one fee that covers all food and mechanical assistance along the way. The route is wellestablished and a multitude of cyclists will participate, especially if the century has a good reputation and the weather is favorable. However, you are at the mercy of the century organizers. If you dont like the food, you have to eat it or starve. If you cant make it to the food stop in time, they will close it before you get there. Now that you have selected the century or centuries you want to do, you need to plot a course of action and begin preparations. Mark your calendar! We have a lot to talk about before those rides!
An Organized Century
The best type of bicycle ride for new long-distance cyclists is the organized century. This century has
Century Pages #2
Riding a Fast Century

Training like a racer will do more to increase your average speed on centuries than grinding through mega-miles at a steady, moderate pace.

So youre back on the bicycle again, training for the dawning season. A list of events have been highlighted on your calendar. Your motivation is high as you visualize yourself among the fastest cyclists, wrapping up a century in less than 6 hours ... maybe even five hours! How can you get the form to hold such high speeds over 100 miles? First, remember that the most important facet to training is mental preparation and attitude. It may help to recognize that 100 miles isnt very far for an ultra-marathon cyclist. Most professional cyclists compete in races of 100+ miles, averaging speeds over 25 mph. The 1998 Tour de France covered 2,420 miles in 23 days with only one rest. Professional female cyclists also face challenging races although distances rarely exceed 100 miles in a single day. The 1998 Tour Cycliste Feminin, covered 839 miles in 12 days with no rest days. Five days involved distances of over 75 miles and the maximum stage distance was 91 miles. As women continue to advance in cycling, the difficulty of their races also advances. The primary difference between a 100 mile race and a 100 mile tour is drafting. In a race, you have a field to cruise with unless youre feeling spunky and take a flyer or fading fast and drop off the back. Otherwise, you get the pleasure of sucking wheel while saving 30 to 80% of your energy depending on wind conditions and the spread of the cyclist towing you. In a century, most riders are recreational so you may spend the bulk of your time battling the wind alone. Even the fast cyclists often prefer solo riding or lack the skill to safely ride in a pace line. So dont plan on finding a group of experienced, ambitious cyclists to draft at your next century. Joining a well-oiled pace line at a tour is not unheard of, but it is unlikely.
Training like a racer will increase your average speed on centuries.

Training like a racer will do more to increase your average speed on centuries than grinding through mega-miles at a steady, moderate pace. Big miles are certainly necessary when an ultra-marathon cyclist is preparing for multi-day events like RAAM qualifiers, PBP and RAAM. Such a training tactic, however, will destroy leg speed for shorter distances of 150-miles or less. It is important to realize that 100 miles is not an ultramarathon distance so training like an ultramarathon cyclist is not the best way to decrease your century time. Training like a road racer will increase power and speed without preparing your body for the huge stress of real ultra-marathon cycling which you wont encounter anyway. At ultra-marathon distances, the body must be maintained in a steady state where the cyclist is consuming as many nutrients as he or she is
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burning up, continuously maintaining a steady flow of energy over many hours or several days. For shorter distances, the cyclist can upset this balance and consume less on the bicycle. This allows the body to focus on cycling rather than dividing its energy between digestion and cycling. In the next column, I will discuss specific training
tips utilized by road racers that can help increase your average century speed. If you want to do your fastest century, you cannot train like an ultra-marathon cyclist. Forget the mega-miles, protein powder, bike lights and PSVs ... grab your gel packets, carbohydrate drink and local cycling buddies. Its time to train for speed.
Century Pages #3
Strength Training
Cyclists who work on their lower body strength in addition to performing specific upper body, abdominal and lower-back exercises in the off-season generally discover an increase in power and comfort on the bicycle. Riding fast takes strength but strength does not necessarily produce speed. A successful training program includes drills that assist in the conversion of strength gained in the weight room to speed on the bicycle. Cyclists who work on their lower body strength in addition to performing specific upper body, abdominal and lower-back exercises in the off-season generally discover an increase in power and comfort on the bicycle. Continuing weightlifting 1 or 2 days a week, throughout the season assures maintenance of the strength gained in the off-season. This is particularly true for women who tend to have more difficulty building and maintaining strength than men. Weightlifting allows a woman to develop greater lower body strength than is possible on the bicycle alone. Performing select upper body exercises also gives a woman greater power in sprints and on short, steep climbs where pulling on the handlebars increases the force applied to the pedals. Since most women wont bulk up like men do, weightlifting offers women all of the advantages without the disadvantage of adding a lot of extra muscle weight. The best resistance exercises for cyclists are the following: 1. leg press and squats, multi-muscle exercises which focus on the quads and hip flexors, 2. calf press or raises, 3. back extension to develop lower back strength, 4. stiff-legged dead lifts or leg curls to strengthen the hamstrings and gluteus maximus, 5. abdominal curls, and 6. seated or bent rows to develop the middle and upper back and the posterior surface of the shoulders. Hamstring exercises are important because overdevelopment of the quadriceps, typical in most serious cyclists, must be balanced with development of the hamstrings to avoid hamstring tears. Also, hamstrings are used in the bottom part of the pedal stroke where a slightly backward force is applied. Squats offer many benefits. I have found them to be very effective at strengthening the vastus medialis obliquus (VMO) muscle, the large quadriceps muscle in the inside/front of the thigh. A few years ago, I suffered patellofemoral syndrome due to weakness of this muscle. The injury kept me off the bicycle for a month. Physical therapy to strengthen my VMO muscle eased my knee pain so that I could jump into the racing season which was already underway. Performing the leg press and squats will also strengthen the hip flexors thereby preventing hip pain after a grueling experience in the hills, a.k.a. BAM or The Missouri Challenge. This was another wonderful injury I experienced early in my cycling career but never again since initiating a weightlifting program. If you have never lifted before, you must be careful when starting a program. It may be wise to consult a cycling coach or physical trainer to help you devise a weight training program and teach you the proper form and execution of all exercises included in that program. Squats and stiff-legged dead lifts are potentially harmful and must be performed carefully to avoid causing
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back or knee injuries. Always start with a light weight and gradually work up to higher weights. Never lift a weight that is too heavy to allow proper lifting form. If you are subject to joint pain, like me, start light after every significant break from lifting to avoid instigating back, hip or knee pain. During the season, it is wise to reduce weights so that greater focus can be put on the bicycle workouts. This will also lessen the chance of injury in the weight room which could force you to skip races. If you venture into the weight room in the offseason and at least once a week during the season, you will notice a significant increase in your power on the bicycle. Many strength exercises can
be performed on the bicycle but they cannot focus intensely on particular muscle groups like weight room exercises can. Just as important as the lifting, however, is the conversion of weight room strength to on-the-bicycle strength. Specific drills are necessary to take the general strength you have developed off-the-bicycle and make it specific to your sport. In the next column I will discuss some of these drills and explain how each will help you become a faster cyclist. It is an easy equation: greater leg strength leads to greater force on the pedals which produces faster pedal revolutions culminating in faster speeds. Add in a carbo-boost and you will be riding your fastest century ever.
Century Pages #4
Planning Workouts
Never train without a goal. Plan your goal for the day and then go out and do it. Now that you have worked diligently in the weight room and acquired quadriceps to rival Mario Cipollinis, the time has come to turn that strength and power into performance on the bicycle. There are a number of workouts specifically designed to improve performance in time trialing and attacking. Each of these will rely on the strength and power you gained in the weight room during the off-season. Time trials are strength-intensive, requiring the ability to turn a large gear repeatedly over a long period of time. Sustaining a break, bridging up to a breakaway, catching back up to the group after getting dropped and motoring up a long, gradual grade demand the ability to time trial. The effort is gradual and constant as the rider strives to walk the knife-edge between blowing up and taking it too easy. Attacks are hard accelerations followed by several minutes of less-intense but still anaerobic effort. Initiating a break and hanging in when the group jumps to bring back an attack demand skills developed while training your attack. Power is required to accelerate quickly and strength is necessary to maintain the effort until the chase fails or the break is shutdown. Attack workouts will also improve your ability to hammer up steep hills, another purely anaerobic activity.
Strength and Power Training

If hills dont loom somewhere along the route then wind sweeping over the flatlands is probably sufficient to power Chicago. Since your main goal is improving your century pace, you may consider all strength work other than time trial development to be worthless. For a flat century on a calm day, you would be right. However, as most of you already know, such perfect conditions never exist. If hills dont loom somewhere along the route then wind sweeping over the flatlands is probably sufficient to power Chicago. Also, from a mental standpoint, developing power and anaerobic fitness gives a greater sense of confidence as well as a stronger feeling of well-being. Since every cyclist I have ever met agrees that cycling is at least as demanding mentally as it is physically, any mental edge you can gain will reap huge rewards.
If hills dont loom along the route then wind sweeping over the flatlands is probably sufficient to power Chicago.
Before getting to the workouts, I want to emphasize the importance of adding strength workouts to your training regimen. The key to escaping the trap of mediocrity as a cyclist is to vary workouts. Never fall into the trap of getting on the bicycle
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every day with no set plan other than adding miles to your base. In the early season, it is good to collect about 1,000 base miles before beginning intense workouts, particularly if you stopped riding during the winter or significantly reduced your training intensity. However, once your mileage base is established, spending every day acquiring more base miles is a waste of valuable training time.
coaches today. If you wish to go into this much depth, get a book by a knowledgeable cyclist or coachsuch as Greg LeMond, Joe Friel or Chris Carmichaeland structure a training schedule around the events that are most important to you. If you would rather spend less time planning and more time riding, plan week by week and adhere to one adage: never train without a goal. Plan your goal for the day and then go out and do it. Although broadening your aerobic base is necessary, you should not devote more than three days a week to long, aerobic rides. Presumably, you can already survive a century. You know that. So now you need to focus on riding 100-miles faster. Riding excessive long, slow miles will not help increase your speed. Devoting several days a week to strength and power workouts, however, will increase your speed by raising your average speed, increasing your power in windy conditions and boosting your hill-climbing abilities. As an example of power workouts to lower your century time, see Ed Pavelkas article Speed the Spontaneous Way. In the next column, Ill give you other examples of anaerobic workouts. They will hurt more than the aerobic workouts but they will also make you faster. Rememberpain now will bring you pride later.
The key to escaping the trap of mediocrity is to vary workouts.

I need to reiterate what I said in my first column. Training advice given here does not typically apply to the ultracyclists who participate in 24hour or multi-day races. These riders rely much more heavily on aerobic training than shorter distance riders. Going anaerobic during ultraevents could be detrimental, whereas professional racers competing in a 100-mile road race must frequently enter their anaerobic heart rate zone.
Planning Training
To avoid mediocrity in your century performances, plan out each week of training before doing a single workout. You might even want to plan out your entire season using the macrocycle system utilized by most experienced bicycling
Century Pages #5
Developing Power on the Bike

by Lisa Marie Dougherty Converting weight room power to cycling power and gaining power through on-the-bike workouts takes great dedication and effort. The only way to gain this power is through interval training. Nobody considers hard interval training to be fun, but every experienced cyclist must consider it necessary in order to reach his or her potential. In pursuing your fastest century, it is not necessary to complete a single 100-mile ride during preparations for the century. Doing a few intense interval sessions of 25-35 miles each, a few aerobic workouts and at least one 50+ mile ride each week, along with a recovery ride or two, will prepare you for rides as long as 200 km. If time is a factor in your training, this should be encouraging. By focusing intently on your workouts and getting the most out of your time on the bicycle, you will achieve greater fitness than the cyclist who does 300-mile weeks with no intensity training.
Interval Workouts
There are a variety of interval workouts that you can choose among when planning your weekly schedule. In my last column, I mentioned time trial and attack workouts. I have discovered that sprinting workouts are also helpful, even when Im concentrating on training for an ultra-marathon event or a long tour. Sprint workouts loosen up the legs and build quadriceps, hamstrings, hip flexors as well as many of the upper body muscles that are neglected in all other cycling workouts. In Speed the Spontaneous Way Ed Pavelka on page 23 describes some great ideas for speed training for those who cant muster the motivation to do strict interval training.
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However, those who have the enthusiasm and willpower to follow strict interval workouts will probably witness a faster return on their physical investment. For these people, I will provide some ideas for interval workouts that require a cyclocomputer and a heart rate monitor. The most useful interval training for century preparation is the time trial, or lactate threshold, interval workout. This involves getting your heart rate up to 85-90% of your maximum heart rate, a level you should just be able to maintain for 10+ minutes, and holding it there. If you go any faster, you become anaerobic and lose all confidence in your ability to maintain the effortany slower and you are comfortably aerobic and performing below your potential. Ride at a moderate aerobic pace except for one or two lactate threshold intervals. These intervals should be steady efforts of 10-20 minutes. Attack, or VO2 max, interval workouts are another very useful form of training. These involve getting your heart rate above your lactate threshold and holding it there for 30 seconds to two minutes. These are purely anaerobic intervals and, I wont lie to you, they hurt like hell! The gain in power and speed is so great, however, that they are worth the pain. Just rememberif it doesnt feel like your legs are about to split open and burst into a disgusting burning mess, you arent going hard enough. It is best to approach VO2 max interval training like weight training by doing 2-3 sets of 3 reps each. Longer intervals of 2 to 4 minutes are a mixed anaerobic and aerobic effort These intervals are also useful and slightly less painful. To attain these high heart rates during the inter-
vals, you can ride into the wind, break speed records flying with the wind, hammer up long hills or motorpace behind your buddys Beemer. The key is to get into the heart rate zone any way you can and stay at that intensity for the entire interval. If you do this, you will have the power to tackle hills even if you dont train on any. Hopefully, the ideas presented in these columns will help you ride your fastest century ever. Once you set your new PR, come back here for my last column and well talk about the next step progressing to the double century and 12- or 24hour race. You have the fitness and callous tush. Now all you need is the confidence and drive to leap beyond the century.
Estimating Lactate Threshold

You can use a time trial to estimate your lactate threshold. Pick a course that will take you 30 - 60 minutes to complete. The course can be flat or a consistent climb, preferably with no stop signs. Warm-up thoroughly (at least 30 minutes) and then ride the course as fast as possible. During the time trial, keep an eye on your pulse monitor and estimate your average heart rate. If your time trial takes 30 minutes, your average heart rate will be very close to your LT. If it takes an hour, your average heart rate will be slightly below your LT. Multiply by 1.03 to estimate your LT. Note your time, average speed and average heart rate. Repeat this test every 4 - 6 weeks to gauge your progress.
Century Pages #6
Moving to Longer Rides

I hope that the ideas presented in these columns have helped you decrease your century time and increase your confidence on the bicycle. Perhaps now you are thinking about pushing beyond your comfort zone. Is there a double-century you have always wanted to do? Do you believe that you could be competitive in a 24-hour event? Are you sick of reading about the experiences of others at Furnace Creek 508 and Boston-Montreal-Boston rather than getting some of your own? The leap beyond the century may not be as far as you think. For example, I have done the Iowa 24Hour Championships four times, but I only prepared with mega-miles once. My highest mileage of 406-miles was done in 1999 after very
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modest training. In 1999 I concentrated on criteriums and road races, so I could not train specifically for the 24-hour race until my USA Cycling season was over in late August. That only gave me about three weeks to prepare.
Minimal Training
The worst thing to do is panic and jump from 150mile weeks to 300+ without an adequate base. I would have fallen into the downward spiral of declining energy and may have developed an overuse injury. A cyclist in decent shape can endure just about anything for a limited amount of time. The key is to get into the best shape possible for the event and roll up to the start line completely recovered and injury-free.
Also, they put you into an aerodynamic position that significantly increases your average speed. Without getting used to this position, I was only able to use the aerobars for about 150-miles. Sitting in the upright position for most of the race cost me at least 10 miles. Dont get the idea that one century per week in addition to interval workouts will allow you to leap off the bicycle at the end of 24 hours pain free. Your knees will ache, your tush will be raw and your lungs will be tired of breathing. But you will have accomplished your biggest ride yet. The soreness will diminish within a day or two, but the achievement will be with you always.
Ride Preparation
Keep four things in mind as you prepare to move If you dont have a crew, make sure that you can handle everything that they normally would. limited, do one 100+ mile ride per week and avoid overstraining. If you have more time, never neglect the shorter interval sessions that will build and maintain your top end.
A cyclist in decent shape can endure just beyond the century. about anything. Carefully select and prepare your crew.
Since I had so little time, I maintained my weekly schedule, with rides generally between 20 and 35 miles, while doing a century on either Saturday or Sunday. This allowed my butt to get used to sitting in the saddle for hours without lowering my top end. It also got me used to eating on the bicycle. Believe it or not, this was adequate preparation for the 24-hour race. Such minimal training will not enable you to set records or survive a multi-day event like PBP. If you are an older cyclist, you may not have the recuperative abilities to mend after the big event if your preparation is minimal. In such cases, you will need to include more long rides in your training week. My big mistake in 1999 was failing to use aerobars during the centuries leading up to the big event. In ultramarathon cycling events, aerobars are almost a necessity because they provide additional hand positions and take pressure off your lower back.
Prepare your body as best you can. If time is
Plan carefully for the event. Know your diet

and have all foods and supplements on hand at the race. Get there early.
Feed your motivation. You can accomplish

anything if you put your mind to it. Dont doubt yourself on the start line. At that point, there is nothing more you can do to prepare. So charge up, get ready, and give it all youve got. When it starts to really hurt, stay on the bike anyway. Itll all be over within 24 hours.
Check out the 12- and 24-hour races in the John Marino Competition! See the inside front cover of UltraCycling or go to www.ultracycling.com/standings/jmc.html
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Speed the Spontaneous Way

During 25 years in cycling, the number of formal interval workouts Ive done can still be counted on my fingers and toes. The reason is simple: I love to ride; interval training makes me want to do anything but.
by Ed Pavelka
Ed Pavelka, the former editor of VeloNews and Bicycling, is a veteran of Team RAAM and Paris-Brest-Paris. He and physiologist Ed Burke, Ph.D. wrote The Complete Book of Long Distance Cycling, which is available at www.RoadBikeRider.com. Ed shares his decades of experiene through e-Books and e-Newsletters at www.RoadBikeRider.com Interval training works, theres no doubt about that. Road racers have been doing it for decades, and theres plenty of proof that it benefits ultra riders, too. Maybe the most convincing evidence dates back to the mid 1980s when Pete Penseyres was training for RAAM. He was doing 400-mile weekend rides as the 86 race approached, but he also was getting a serious serving of speed. It came from Tuesday and Thursday 35-mile training races and 7-mile team time trials on Monday, Wednesday and Friday mornings. He also frequently jacked his heart rate past his lactate threshold on the hills of his legendary 60-mile round-trip commute. In short, Pete was doing lots of interval-type training. The key, though, is that it was less onerous than conventional intervals because it wasnt governed by a strict schedule and stopwatch. The result was impressive: a reduction of three hours in his 400-mile time. Thats more than a 10% improvement. It boosted his basic cruising speed by 1-2 mphwithout an increase in perceived effort. This paid off big in RAAM when Pete completed 1986s 3,107-mile course in first place and set an average speed record of 15.4 mpha mark that still has never been seriously threatened. He was 43 at the time. Ten years later, Pete was at it again, training for RAAM this time as a member of the senior 50-plus team that included Fred Matheny, Skip Hamilton and myself. A decade of training advances resulted in a computer-generated eight-month program from coach Tom Ehrhard. Each of us had slightly different schedules because our time for training varied, but in one way all four plans were the identical: They called for intervals and plenty of them. Each days workout was precisely ordered by time and heart rate. Our strategy for Team RAAM was to ride 30-minute shifts, so we needed the power to turn big gears at time-trial speed. But endurance also was essential. We would be hammering out 725 miles apiece in less than six days (we hoped). Pete, an engineer who dotes on numbers, bought into the Ehrhard program like a day trader jumping on an IPO. He knew the value of intensity training. He soon began e-mailing us about significant improvements in lactate threshold and power output. Despite living near balmy San Diego, he dutifully sat in his garage all winter, pounding out precise workouts on his CompuTrainer. Fred, in snowy Colorado, did the same during the winter and spring. Skip, another Coloradan, also did lots of indoor intensity, though he escaped some days for workouts on cross-country skis. As for me, I looked at the very first workout on the long, long schedule and said theres no way. During 25 years in cycling, the number of formal interval workouts Id done could still be counted on my fingers and toes. he reason is simple: I love to ride; interval training makes me want to do anything but. Thats not a good thing. Besides, the Ehrhard program called for such precision (heart rate zones, duration of effort and recovery, hours and minutes per week, etc.) that it simply wasnt possible on my hilly terrain in Pennsylvania. I did use my CompuTrainer on winter days when the roads were icy, but unlike Pete I could not make myself grind away indoors if it was possible to get out. At this point, perhaps you can imagine the anxiety I was feeling. My three teammates were getting fast and strong by dutifully following a training program that I was ignoring. How could I get as fit for Team RAAM as they were going to be? Sure, my fitness was OK. Even in winter I was doing about 200 commuting miles each week with a six-hour ride on the weekend, but this didnt include any intervals. Or did it?
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As I thought about it, I realized I was interval training every single day. Another word for it is climbing. Each days commuting gave me about 2,500 vertical feet, all in lumps that pushed my heart rate to my LT for brief periods, then eased it down on the descents. On weekends, my long, steady distance rides included more of the same. I was actually doing quite a bit of intensity, though not with any structure or precision. It was random, sporadic, spontaneoussort of like Pete in the old days. Even so, I knew I needed something more. So I looked for other ways to get what intensity gives. I continued doing at least one long ride each week for endurance and confidence. I kept my effort up by setting a goal or two, such as trying to pass the century mark in less than five hours or achieving a negative split. In addition, other rides included a number of speed- and power-building techniques that could best be described as random intervals. If youre like me and find formal interval training distasteful, give these a try. Your head may find them easier, but your body wont.
Your head doesnt consider it interval training, but your body gets major results.
Ride as if your life depends on it.

You probably know the feeling. A thunderstorm is bearing down but youre still eight miles from home. Or, you realize theres barely 20 minutes of daylight left but youre 25 minutes from where youre going. Or, you hear a truck way behind and see a narrow bridge way ahead. Can you make it across before youre overtaken? Each of these scenarios invites an adrenaline rush that fuels an interval-type effort. (One time in Florida a lightning bolt passed so close overhead that I could hear the air sizzle. The remaining 15 miles were just a blur, literally.)
Ride the wind.

Dont have hills for automatic intervals? You certainly have wind. Using headwind sections for power training is a technique as old as lactic acid, but dont think wind has to be an obstacle to be beneficial. When youve got it behind you, do some natural motorpacing. Shift up and muscle your 53x12 past 30 mph, then lock onto that speed for five, ten or more minutes. Oh yeah, were having fun now! Someday, when the clock is ticking toward the end of a 12-hour time trial, recapture this feeling and get your PR.
Ride hills on purpose.

I have no choice, but you might. Instead of sticking to the flats, choose certain days to go climbing. Make it a game to bag every significant hill you can. Ascend some by spinning lower gears, and others by pushing bigger ones (in effect doing leg presses on the bike). Alternate sitting and standing. By mixing techniques you mix the types of intensity. Your legs will get a more complete workout while your heart rate soars.
Ride and play.

Runners often talk about fartlek or speedplay workouts. Well, cyclists can fartlek as well as anyone. This simple concept encourages you to alternately push hard or ease up as the spirit moves you. Its probably the purest form of random intervals, sort of like doing a group ride with yourself. For instance, you might decide to stay in the big ring and jam over several rollers; time trial to the silo whenever you spot a farm in the distance; sprint for 30 seconds whenever you pass a white mailbox; or chase down any rider you see up ahead. Use your creativity. Your heart wont care if your intervals come like this rather than prescribed by a watch. Team RAAM, as it turned out, was the ultimate in intensity trainingand by far the most fun way to do intervals I can imagine. In the 96 race, each of us rode approximately 70 half-hour shifts as we lowered the senior 50-plus record to 5 days, 11 hours, 21 minutes. For several weeks afterward, we were so buffed that we broke personal records wed set years earlier.
Ride in fast pacelines.

This is what Pete was doing in those team time trials. Each time you take the front at speed, your heart rate goes right to LT or even higher. Fifteen seconds later, youre backing off and sliding into the draft to recover. Over and over. As a side benefit, this type of riding accustoms you to being in a low, streamlined position while close to other riders at speed. This is helpful in mass-start ultra events everything from centuries to 12- and 24hour time trials.
Ride in club races.

You dont need a USCF license to get the benefits of competition. Just join in local training races or group rides that get feisty in the last hour. Think about all the jumping, sprinting, attacking, chasing and hill jamming that occurs in such rides.
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Choosing A Long-Distance Bike

Which bicycle would you like to be on for the last half of a double century? by Lon Haldeman
Lon Haldeman, the former director of the Race Across AMerica, leads the the PAC Tour cross-country cycling expeditions with Susan Notorangelo. He is the two-time winner of the Race Across America, holder of the mens tandem cross-country record (with Pete Penseyres) and the mixed tandem cross-country record (with Susan Notorangelo) What kind of bike should I buy for long distance cycling? I am often asked by riders preparing for our cross country PAC Tours. These riders are just as interested in equipment as are RAAM riders. Unfortunately I havent found a recipe that precisely matches each bike to its rider. There are lots of bike calculations for sizing, frame material strength and overall weight. Too bad these numbers dont always explain why some bikes ride better than others. Or why two similar riders dont like the same bike. During the past twenty years I have ridden an assortment of frame designs across the country. I have done PAC Tour with several hundred people who have chosen a variety of bikes for long distance cycling. Most of my opinions have come from these seat of the pants road tests and discussions with similar cyclists. For this article I will define long distance as any event over 100 miles. In other words, which bicycle would you like to be on for the last half of a double century a distance somewhere after you are tired and sore and still have a long way to go. ultra bike? The frame design in combination with the material will affect how the bike rides. I have ridden many different frame materials on RAAM and couldnt tell the difference on a dark night. All these bikes were built to be comfortable but also light and strong, so they actually rode pretty much the same. There are many offthe-shelf frames that are good ultra bikes. If you are thinking of a new frame, if possible arrange a road test or trade bikes with someone at the end of a long ride. After 100 miles decide what you like or don t like.
I have ridden many different frame materials on RAAM and couldnt tell the difference on a dark night.
Pete Penseyres 1986 RAAM bike was a carbon Raleigh frame designed after a touring frame with 72 degree head and seat tube angles. So was Susan Notorangelos 1989 RAAM record bike which had paper thin steel tubing. Petes and my 1987 cross country tandem frame was built with aluminum and carbon tubing. All these frames were as light as possible and would be considered flexible by most riders. However they were comfortable, efficient frames that you liked to ride day after day without being pounded by road shock. I prefer frame designs that have a stable geometry. My TREK Y-Foil has a racing feel yet is very stable at all speeds. If I were designing a custom steel bike I would duplicate the Treks front end handling. I also like bikes with chain stay lengths closer to 17 inches than 16 inches. With more room the chain line is better when cross shifting three chain rings. The extra chain stay clearance also helps fenders fit better if you ever have to install mudguards for PBP again. Several suspension systems have been successful on road bikes. These designs absorb road
The Ride
How many times have you heard someone says it rides great because its really stiff. Does that same bike feel as great at the end of a double century? Some people like stiff bikes all the time. Some people like gel saddle covers all the time. I think the bicycle should disappear underneath you. Dont confuse wanting a comfortable bike with wanting an inefficient bike. Aerobars, a good saddle and proper fit all improve comfort while maintaining efficiency. If all you can think about is getting off your bike at the end of a ride, you probably arent comfortable or having much fun either.
Frame Materials
Whats better for an ultra bike: titanium, carbon fiber, aluminum, steel? A better question would be what is the best way to use these materials for an
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shock and improve comfort for long distances. The Allsop SoftRide, Air Friday and TitanFlex all incorporate a cantilevered beam which suspends the rider 12 to 24 inches from the rest of the rigid frame. The beam is made from carbon fiber or titanium which dampens vibration from the rider. Although these suspensions might feel mushy at first, I adapted quickly to the smoother ride. The TREK Y-Foil molds their beam directly into the frame. It is the least flexible beam but still softer than a diamond steel frame. Each of these designs has worked to reduce weight while maintaining strength. Many of the new suspension seat posts or front forks could also be added to your current frame. These suspensions are worth considering for your future ultra bike.
If you are not a mechanic, have your bike shop explain the basic adjustments you can make on the road. More expensive parts are generally lighter and better machined than lesser priced parts. Shimano Ultegra parts work well for the price. Ultegra parts are interchangeable with less expensive Shimano parts which are plentiful on department store mountain bikes. Most Mom and Pop bike shops will have similar parts which will work if you are stranded. Buy the best you can afford but having a working knowledge of how a part works can improve the performance of all components. When selecting the gears remember to bring lower gears than you think you will need. If the route is hilly you will need bigger downhill gears too. The flatter the route the tighter your range of gears. A triple crank set allows you to get lower gears with less weight than a larger freewheel.
If your bike is under 20 lbs and you get dropped on a hill, its not because of the bike.
Weight
Weight equals drag so obviously lighter is better. My rule of thumb is that a bike should weight 12% of the rider. That means a 200 lb. rider = 24 lb. bike or 150 lb. rider = 18 lb. bike. If you are a heavy rider you will have no problem finding lots of bikes to choose from. Buy the lightest you can afford. If you are a light rider you might develop anxiety about how much your 20 pound bike is slowing you down. Dont worry about it. If your bike is under 20 lbs and you get dropped on a hill, its not because of the bike.
Personal Cycling Journal and Maintenance Software

WatWare
VeloLogger
Log your personal rides with VeloLogger while it tracks time & distance on all your bicycles and their components. Up to seven cyclists can log rides. No limit on the number of bikes you can track. Tracks data separately on your wheels, tires, cassettes so you can use them on multiple bikes. Combine multiple day rides as one single ride. Record distance, elevation gain, riding time, total elapsed time, ride notes, difficulty rating, course, heart rate info. Can turn off fields that you wish to not use. Created by UMCA member Dave Watkins. Visit www.watware.com for more information and download a free demo version. VeloLogger will run on the following Windows platforms: 95, 98, ME, NT, 2000, XP Home, and XP Professional Edition.
Components
After working as a PAC Tour mechanic for 15 years on very nice bikes, I realized all bikes break. The difference is how easily can they be repaired. For long-distance bike, consider whether you can fix it yourself on the road. If you are riding ParisBrest-Paris and are standing under a streetlight in the middle of France with a jammed STI shift lever, can you fix it? Fortunately there are lots of good components on bikes under $1,000 that work well and can be fixed by human hands. Every distance rider should be able to:
Change and patch a tire and tube; Install new brake or shift cables; Change a spoke and true a wheel; Repair a broken chain, and Realize and fix a problem before you are stranded.
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Wheels
When I bought my first ultra bike the salesman suggested I might need a second set of wheels for racing. I wondered why anyone would need spare wheels. Twenty years later my garage is packed full of wheels, each for a different purpose most of them obsolete with the ever changing technology of new components. A good set of wheels can make a junk frame ride better. Since most ultra events are ridden at low power outputs, many riders can use fairly light but durable equipment. If you are using spoked wheels make sure they are built by someone who understands bicycle wheels and has a good touch with a spoke wrench. The beauty of spoked wheels is that they can be repaired on the road. Even 200 pound riders should be able to travel across the country on 32 spoke wheels with minimum maintenance. The next wheel upgrade would be a set with deep section rims and minimal spokes. Campy, Mavic and Rolf all make wheels with 12 - 16 spokes which are light and fast. If the design has spoke
nipples inside the rim, it is a long process to change a spoke. You have to remove the tire and rim tape to true the wheel. Most of these companies pride themselves that their superior designs dont break spokes. Ive seen them all break spokes and have wondered how to fix them on the side of the road. I prefer the designs with spoke nipples exposed that can be fixed with common bike tools. Spinergy wheels with their bladed spokes have become more reliable the past four years. The early models broke because of glue and hub failures. I havent seen one break recently. The hub bearings still go out of adjustment but can be fixed with a cone wrench. If you have a set that lasts the first 1,000 miles, they seem to be fine for the next 20,000 miles. I feel an ultra bike should be treated as a tool toward results. Lightweight, durability, comfort and efficiency for you should be considered when shopping for your new bike. Buy the best bike for your budget...then learn to use it...learn to fix it...and keep training.
Arizona Desert Camp 2006

7 Different and interesting weeks in Arizona February 26 through April 3
Wisconsin Training Camp

August 12 - 19 Based in Beloit, Wisconsin 6 days of 100 miles per day $795 Shorter 60 mile route options available Over 600 miles of well-marked routes on lightly traveled roads are the highlight of cycling in this area. Each day includes restaurant breakfast and lunches and interesting cycling destinations. Daily routes alternate between hilly and flat farm roads. Evening seminars by well-known endurance coaches will make this an educational week of cycling. This camp is a good training week for serious riders as well as a fun cycling vacation on the great roads in the Midwest. For more information contact Lon Haldeman and Susan Notorangelo www.pactour.com 262-736-2453
Southern Transcontinental
September 9 - October 5 $3,495 San Diego, CA to Savannah, GA 26 days, 2,913 miles, 112 miles per day This is the classic Coast to Coast Bicycle Adventure. We will follow a new route that combines the best roads and accommodations. The new 26 day format will make the pace of this tour perfect for a September ride. Highlights include the California Sand Dunes, old mining towns in Arizona, the Continental Divide in New Mexico, Old Route 66 in Oklahoma, the Ozark Mountains of Arkansas, and the historic Civil War regions of the southern states.
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Points of Contact
What works for one person may not work for another, as physiognomy and riding styles differ so widely. edited by John Hughes
At the PAC Tour Endurance Camp, Lon Haldeman and Susan Notorangelo discussed points of contact. They talked about how to set up the bike for efficiency and comfort, based on their experiences working with hundreds of riders on PAC Tour. They allowed me to write this article illustrated with suggestions by Mileage Challenge riders. Lon Haldeman: a lot of the aches and pains come back to improper bike fit. You want to set up the bike to be efficient, comfortable, and aerodynamic for long periods of time. Start with the saddle position, so that you can deliver optimal power to the pedals. Your saddle height depends on the flexibility of your hamstrings. You want good leg extension, but without your hips rocking. There should be a slight bend in the knee (about 25 degrees) at the bottom of the stroke. Adjust the saddle fore/aft position so that when the knee is at right angles (the pedal is at 3 oclock), the knee joint is over the pedal spindle. If you drop a plumb line from your patella, it should just graze the end of the crank. Your cleat should be positioned so that the big bone on the inside of the big toe is over the pedal spindle. When you are sitting comfortably in the saddle in your normal position, put your hands in the drops. If your stem is the correct length and height, then the tops of the handlebars should block your view of the front hub. For ultra riders, Lon suggests that a good goal is to spend about half the time on your aero bars; the rest of the time you are climbing (on the hoods or tops) or descending (in the drops). Lon advises setting your handlebars up primarily for the aero positon. Adjust your aero bars so that the arm pads are the same height as the saddle. (You may need to install risers under the pad supports.) Your back and shoulders should have the same bend, whether you are riding in the drops or on the aero bars. RAAM riders often start out with their aerobars set very low, for minumum drag. By the time they are out of California, they are riding with their hands on top of the arm rests because their backs have tightened up and they cant get in the low position. Set your aero bars up for long-term comfortand work on your flexibility. Fred Matheny, from RoadBikeRider.com, has three basic principles when evaluating bike fit:
First, fit the bike to your body; dont bend

your body to the bike. Too many people try to look like the pros, who may have different body dimensions and racing styles.
Second, bike fit formulae are guides, not

gospel. There is a fit window of +/- 1 cm. where you can be comfortable.
Third, changes you make in the saddle

position wont greatly increase your power but can increase the risk of injury.
Fit the bike to your body; dont bend your body to the bike.
Sharon Harris, a Mileage Challenge rider, notes: As a smaller person I had a difficult time finding a comfortable long distance bike so that I wasnt stretched out like violin string. Finding a top tube that fits the torso of a woman was a challenge. More women would enjoy cycling if they were fit properly on a bike. I was fortunate in that I did not have to go to a custom frame. The 49 cm Merlin fits me perfectly and the titanium frame is marvelous for long distance comfort. Rather than trying to evaluate your own position on the bike, have a competent coach or mechanic check your bike fit. Explain the types of events that you will be riding and have her set up the bike for your events. You dont want a triathletes time trial position for a century or double century.
Butt
Lon says that the saddle is something that you straddle, but dont sit on. Most of your weight should be transmitted as power to the pedals. As we fatigue we put more weight on the saddle. Thus, conditioning is critical for comfort in the saddle. In the spring, we think we need butt miles to toughen our buttswe really need base miles to build up our leg strength and endurance.
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According to Lon, there are three types of saddle pain. The first is caused by pressure from the saddle, which can lead to bruising. You want a saddle that gives a wide range of support, but that doesnt cut into you. Saddle choice is very personal. Lons personal favorite is the leather Brooks B-17, which breaks in easily to a comfortable saddle. Give a new saddle a chance; every saddle is uncomfortable at first. The second type of pain is skin irritation: the diaper rash syndrome which can be caused by friction or wet shorts. With some types of synthetic chamois, you want to stay as dry as possible, so use baby powder to absorb sweat. With other shorts, you need a cream as a lubricant. In general, stay away from creams until you start to develop a problem. Ointments are good places for bacteria to growtry to keep yourself clean and dry so that you dont get a boil started. Boils are the third type of problem. They can be caused by infections in the skin or by ingrown hairs, so dont shave in areas prone to friction. Cleanliness, for example, wiping down with alcohol swabs after showering, is the best prevention. If you do get a boil, cut a pad out of mole foam with a cutout hole around the boil. The Mileage Challenge riders offer these ideas: John Lee Ellis: The best butt protection consists of (a) hygiene, and (b) a smooth riding style and a light butt (balanced weight distribution). Sharon Harris: Ive used leather Avocet Air 40W for the last couple of years in conjunction with Pearl Izumi Ultrasensor shorts. Neither the saddle nor the shorts are overly padded. Gel saddles tend to wedge into your crotch and become very uncomfortable. The same applies to heavily padded shorts. John Bailey: Stand up frequently to restore circulation and remove the weight on the saddle by rising slightly when going over bumps or rough roads. Holly Elmore: Learning to shift my body during long rides is essential to comfort. There are at least three different positions to sit in the saddle to give the body slightly different pressure points. Also, riding in the drops or on the hoods gives a different butt position on the saddle. The most important factor is a positive mental attitude. When the pain starts, focus on the beautiful scenery and concentrate on why you love riding.
Richard Lawrence: Two of my bikes are equipped with Soft-Ride beams that absorb any shock of rough roads. I use broken-in Brooks saddles that are more comfortable than the gel seats. For back-to-back centuries I wear a different brand of shorts each day, slightly differently, so as not to be sitting on the same seams and pads every day. If after long rides you do develop raw sore spots, use Desitin (with zinc oxide). This is an ointment used for baby diaper rash.
Feet
When Susan Notorangelo first started riding 25,000 miles a year her feet were numb because her shoes were too small. Your shoes should be big enough to flare and wiggle your toes. If the toes are pressed together, then they pinch the nerves between the toes, one of the causes of hot feet. For multi-day tours and events, take two pair of shoes: your normal pair and a pair one size larger, in case your feet swell. With each stroke pull the foot back, so that the toes are away from the front of the shoe, and then lift the foot to get the blood to the soles. Concentrate on picking your knees up. At rest stops, take your shoes off and massage your feet. If you still have problems with hot feet, then drill new holes in the soles of your shoes and mount the cleats farther back so that you are pushing with the arch rather than the ball of the foot. If you adjust your cleats, youll also need to adjust the saddle height and fore/aft position. For longer events I start with shoes one size larger and have the cleats mounted 1 cm behind the normal position. Pete Penseyres had knee problems for years, caused by pronation. He finally got orthotics to level the foot, which eliminated the knee pain. If you are have knee trouble, look at the foot placement on the pedal. Orthotics may also help the toes to spread out, eliminating pinched nerves. The Mileage Challenge riders are also attentive to comfort under less-than-ideal conditons: Richard Lawrence: For cold weather riding, I have shoes that are one size larger so that I can wear thick wool socks plus booties. In hot weather I wear a pair of Lake sandals and SPD cleats with no socksbut plenty of sunscreen. Holly Elmore: Since I started concentrating on smooth circular pedal strokes, the foot pain has totally disappeared.
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Don Norvelle: During the Northern Transcontinental, I suffered from hot foot and foot pain and numbness in my toes due to pressure on the balls of my feet. Lon moved my cleats back as far as they would go. A slight saddle adjustment was necessary to compensate for the new cleat position, but the problem was solved. Sharon Harris: I have a foot that likes to travel in my cleats, so rather than fight it and risk injury, I ride with Speedplay pedals. Sidi Genius shoes fit me well. Sidi shoes tend to run a bit narrower thus generally fit a womans foot better than many of the other offerings.
length to avoid too much weight on hands, and dont put bars too low. Several times an hour extend one hand at a time up behind the back as far as possible and wiggle the fingertips. Jim Solanick: I put foam under the bar tape in the drop position to add some cushioning. John Lee Ellis: I prefer gloves with minimal cushioning in the palmgel or thick cushioning just gets in the way. A useful way to relieve pressure on the palms is aero bars. Holly Elmore: Once I started relaxing my upper body, the neck and shoulder aches disappeared. Jim Solanick: Another point of contact is the highway and I try to avoid that at all times. John Lee Ellis: What works for one person may not work for another, as physiognomy and riding styles differ so widely. I am fortunate to be fairly easy on the bike, or vice versa. Everyone can benefit from a light touch, a smooth riding style, and consciously remaining loose and relaxed on the bikethat certainly includes me, as it is a goal only sporadically achieved.
Hands
Your hands should rest on the bars like you are typing or playing a piano, says Lon. Ride with your elbows slightly bent, so that there is no pressure on the hands. On the aerobars, your hands should be relaxed enough to peel an orange. John Bailey: Trek Diffuser Gel Gloves have eliminated about 90% of the problem for me. Other hintsbend elbows slightly, change hand positions frequently, proper top tube and stem
Texas Time Trials

& UMCA 12-Hour Championship
October 18: 500-mile RAAM Qualifier, which is also a John Marino Competition event worth three difficulty points. October 20: Texas 24-Hour, which earns two difficulty points October 21: 12-Hour Shootout & UMCA 12-Hour Championship, which earns one difficulty point October 21: 6-Hour Challenge
The races all take place on a challenging 20.01 mile looped course just south of Cleburne, TX. The start/finish at the New Hope Baptist Church includes an oak field for pitching tents and space for riders and crews to set up coolers, food, warm clothing, etc. Solo riders getting ready to race, team riders taking a break, crewmembers and volunteers created a festive atmosphere throughout the weekend.
More information: http://www.tt24tt.com
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Shoes and Pedals

by John Bayley
John Bayley is a veteran of Paris-Brest-Paris, Boston-Montreal-Boston and the Tour of North Texas RAAM qualifier. He rode PBP 99 on a tandem with his wife, Pamela Blaylock. wrote a series of articles for randonneurs. The advice applies to all riders doing unsupported rides. The joint subjects of this article are shoes and pedals suitable for randonneuring. Since clipless pedals and shoes dominate the market today, I will focus solely on them. Check the height of the heel tab by again pointing your toes down and making sure that the tab doesnt dig into your Achilles tendon. Make sure that the cleat bolt holes are located in a position that will allow you to place your cleats where you like them. The text book location for cleats is under the ball of the foot, but many long distance cyclists have learned from Lon Haldeman to move their cleats much further back. This both improves comfort by moving the point of power application away from the relatively nerve-dense ball of the foot and also lessens stress on the Achilles tendon. However, this can require redrilling the bolt holes, but if it keeps your feet happy its well worth it.
Shoes
Your feet are one part of the cyclists anatomy that can really be punished by long distance cycling. They are crucial for transferring power and, at the same time, can take a buffeting from rough roads. If they do become very uncomfortable, your cycling performance can be affected dramatically, so looking after them as best you can will pay dividends. This begins with choosing appropriate footwear. Advice for choosing shoes can probably be summarized into one sentence. Choose those that feel the most comfortable! Shoes often feel comfortable in the shop when youre trying them on, but then some small niggardly detail assumes massively uncomfortable proportions when you reach mile 200 of a 375 mile (600 km) ride. The overall fit should be snug, especially for use with clipless pedals. The shoes should not be tight, however. In the old days when shoes were made of leather, one was usually encouraged to buy tight fitting shoes and then soak them in water while wearing them, thus molding the shoes to your feet. This approach will not work with modern materials! The toe box should be roomy and ones toes should not touch the inside of the shoe, even if you point the toes down and push down hard, as if you were standing on the pedals. Velcro straps or some of the ratcheting mechanisms available are great for making adjustments to fit on the move. However, pay careful attention to the strap or buckle locations and make sure, for example, that the uppermost strap doesnt sit too high, with the possibility of irritating the tendons at the front of the ankle joint. Laces are good for customizing the fit of a shoe, but dont offer ease of adjustment on the road, or the same ease of removal at checkpoints to let you feet breathe although your traveling companions might appreciate this!
The text book location for cleats is under the ball of the foot, but many long distance cyclists have learned from Lon Haldeman to move their cleats much further back.
If you use orthotics or other shoe inserts, or would like to keep the possibility of using them open, its a good idea to look for a shoe with a flat insole which wont cant the orthotic or insert. One is usually encouraged to buy the stiffest soled cycling shoes possible in order to make energy transfer as efficient as possible. While this is undoubtedly very important with some of the diminutive pedal and cleat combinations currently available, some riders think that an overly stiff sole can actually punish your feet and wont necessarily help you go any faster. For example, Pete Penseyres set his RAAM average speed record in 1986 wearing Avocet touring shoes (not excessively stiff by any means) and using clips and straps. Comfort is what really counts! The ability to walk around relatively normally is of great benefit when riding randonnees. Checkpoints, food and water stops and running into the woods have all been made much easier since the advent of SPD shoes and pedals with their recessed cleats. They reduce the likelihood of doing the splits for the first time on a gymnasium floor a
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They also put a lot less strain on the Achilles tendons than the duck-like gait forced upon you by road shoes.
stability. Soles wear relatively quickly and their thickness varies from shoe to shoe, making for some inconsistency in feel and operation. The largest platforms amongst the road pedal possibilities belong to LOOK and Time, along with the most widely available spares.
Pedals
There are a many different pedals available on the market today. The following guidelines can help you when choosing a pair of pedals. The bearings should be good quality, well sealed and easily replaceable. The pedal-cleat interface should have a large surface and not allow the cleat to rock on the pedal. Floating cleats which allow the foot to pivot on the pedal are a matter of taste and make setting up the cleat angular position a little easier. For SPD compatible pedals and cleats, I prefer those which dont rely on the sole of the shoe for
Accessories
Depending on the climate, overshoes or booties can be very useful on rides. They help protect your feet and the ever vulnerable Achilles tendon from cold and rain. Cleat covers for LOOK and Time road pedal users make walking a little easier and help protect the cleat from unnecessary wear and tear. Consider carrying a spare cleat and mounting hardware on long rides. A broken cleat or lost bolt can stop your ride otherwise. Happy pedaling!
Tyres
Size matters by John Bayley
Im going to start this by telling you what Im not going to talk abouttubulars. They have their advantages; however, if you dont have several pairs of tubular wheels and arent fully versed in their care and feeding, I would not recommend using them on long-distance rides. Your time and money would be better spent experimenting with standard wire-on or clincher tyres. Regarding punctures from sharp objects, theres not much that you can do except practising your road litter avoidance skills. Kevlar belted tyres, i.e. those with a puncture resistant (not puncture proof!) layer of kevlar under the tread, only help avoid slash punctures from glass, and do not help with punctures from pointed objects like thorns and flint. They also add significantly to rolling resistance and, in my experience, lead to longterm reliability problems with the tyre casing. Dont fatter tyres add significantly to rolling resistance too? Havent we all been told that if we want to go really fast, that we should use the skinniest possible tyres inflated to 150 psi? In the world of randonneuring, where you are going to be carrying some amount of baggage and travelling at an average speed well below that of the world hour record, the heavier weight and rolling resistance are of negligible importance. For two otherwise identical tyres inflated to the same pressure, the smaller cross section (i.e. skinnier) one will actually deform more than the larger cross section (i.e. fatter) one and have greater rolling resistance! Thats an oversimplification, but dont lose sleep over rolling resistance! A few years ago, Pamela and I, on our tandem with 32 mm wide tyres, joined forces with a cyclist on a 300 km brevet. Our new friend was
Desirable Qualities
Lets look at what qualities randonneurs might want from their tyres. Randonneurs ride long distances, so comfort should be a top priority. Unnecessary inefficiencies will add up over long distances, so efficiency is also of importance. No one enjoys getting punctures, so we would like to minimise those too. Tyres that are easy to get on and off can be a godsend. How can we achieve these goals? Size matters! Changing to fatter tyres is one of the most cost effective changes you can make to improve the comfort of your ride. The bigger air volume helps the ride, even when pumped to the same pressure as a narrower tyre. The wider tyre also decreases your chances of snakebite or pinch flats (and consequently, the possibility of damaging your rims on rocks or potholes) and thus gives you the option of lowering the air pressure and getting a more comfortable ride yet.
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very proud of his new titanium bike with go-faster 19 mm tyres. However, he was also more at the Bubba end of the cyclist scale than the Pantani end and after getting his fourth pinch flat of the day, we realised we would get to our destination sooner if we kept moving rather than stopping repeatedly to fix punctures. One other aspect of rolling resistance is the type of tyre tread. Tyres with a patterned tread (i.e. most available tyres) have measurably higher rolling resistance than smooth treaded or slick ones (e.g. Avocets and Michelin Hi-Lites). Easily fitting or removing a tyre depends on several variables. One is whether the tyre has a traditional wire bead or a flexible kevlar bead. The former tends to be easier to mount and dismount. The latter are initially tighter and can stretch with time. Another factor is the type of rim you use, with tyres being easier to mount on rims that have a deeper well between the sidewalls, allowing you more slack to lever over the sidewall. The type of rim tape that you use is also a factor, with thinner ones allowing more slack. Ive tried to avoid mentioning specific tyres until this pointone persons pleasure is anothers poison. Ive had really good luck with Avocet smooth treaded tyres (I dont like referring to them as slick tyres because they grip very well) on both solo and tandem bikes. They are almost identical across the range, from skinny to fat, in terms of casing construction and tread thickness, thus allowing you compare narrow and wide tyres without other factors coming into play. They roll and wear well and have durable sidewalls and, best of all, do not come in fashionable colours, unlike many other tyres!
Size matters herebigger pumps really are better! A frame pump like a Zefal hpX or that very impressive floor pump imitator, the Topeak Combo Master Blaster, make inflating tyres to high pressures very easy compared to their illegitimate mini-pump cousins. Dont forget to give them some occasional attention and lubrication, making sure that the piston can move easily. Tyre boots are another useful item. These allow you to continue using a tyre after it has sustained some damage, say a long cut, by going between the tube and hole and thus protecting the tube. Useful materials for doing this are Tyvek (the material used in Federal Express envelopes), a small piece of an old tubular with feathered edges or the old standby, a dollar bill. A kevlar beaded, foldable spare tyre can take over where the tyre boot ends, for example, if a tyre fails at the bead, a place that is difficult to boot. If the tyres that you normally use are wire beaded, make sure to practice mounting your spare somewhere nice and warm and when youre not in a hurry. Then, just in case your neighbours dont already think that youre completely crazy, you could practice changing it outside in your driveway some night when its cold and raining to replicate real conditions! Riders dont think a whole lot about rim tape until their existing tape gives problems. Velox has given me trouble free service over the years. Its very tough but also on the thick side, so could give tyre mounting problems. It comes in several different widths, so make sure to get the appropriate one for your rims. It also resists heat better than any other rim tape, making it suitable for riding in mountainous terrain where heavy braking is required, resulting in hot rims (especially the case on tandems). Puncture repair kits come in two varieties, the traditional vulcanising type typified by Rema and the newer adhesive patches, such as made by Park. The latter are great for a quick roadside repair, but arent to be relied on permanently in my experience. If you rely on the former, make sure that you have a new tube of glue before starting on a long ride! I hope that was more about tyres than you ever wanted to know. One final piece of advice though: keep the rubber side down.
Tubes, Pumps and Accessories

Carry several spare inner tubes and keep the valve caps on them when they are stored away in your saddlebag so that the valve end cant puncture the tubeyou do not want to find that your spare tube is punctured in the pouring rain! Make sure that all your spare tubes have long stem valves if you use deep section aero rims, or carry a valve extender. Latex tubes are lighter than butyl, but tend to be on the fragile side. Those spare tubes wont be of much use to you if you dont have a means of inflating them. CO2 cartridges have their advocates, but I prefer pumps from an ecological and practical viewpoint.
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Cycling Shorts: A Primer

by Wade Moore & Drew Bourey
Who needs cycling shorts? Why do they even exist and what they do for cyclists? Bicycle shorts evolved to solve problems that cyclists encountered as bicycles developed and allowed for longer rides and more time in the saddle. The bicycle started as a two wheeled scooter you could straddle. After pedals were attached and a transmission was developed, the greater mechanical advantages increased the useable range. Acceptance for exercise, commuting and travel resulted in quick development of the bicycle. As people rode their bikes further they discovered that their crotches needed better protection from their saddles. Harken back to the early 1900s and when there were few flexible fabrics. Early shorts were made of durable wool and designs were modified from pants and knickers. With little flexibility or stretch, early shorts required design characteristics to eliminate bunching for a more streamlined and sculpted fit. Multiple paneled shorts allowed the shorts manufacturers to better match the human form for less chafing and a more aerodynamic fit. Multiple seams crisscrossing the center of the crotch came from copying existing pant designs, but created a problem for riders. To solve this a chamois insert was developed to cover the seams and provide a smooth surface on which to sit. The material chosen was sheepskin leather, probably because it was durable, softer than cow or horse leather, and already in use to reinforce clothing where extra protection and flexibility were needed. Regardless of its origin, leather chamois inserts became the norm in black wool shorts. Over the last 20 plus years fabric technology has allowed for many improvements in design, durability and easy of use. Todays highly flexible and durable fabrics are easy to care for and provide many improvements. The standard today is a spandex-dominated fabric with a breathable, padded chamois insert. At this point chamois has become a generic term to define the smooth surfaced insert that covers the seams, just like the original leather chamois. Why is this background important? To put to rest preconceptions that most of us have about todays modern shorts. There are hundreds of brands of shorts in todays marketplace. So what do you think about when you decide to buy a new pair of shorts? As avid cyclists of 30 years and now working for one of the few American manufacturers of cycling apparel, we feel confident in advising you that you can do whatever you want, as long as you have thought through for your needs and have a reason to do what you want. Here are some things to think about when choose your next pair of shorts:
If it is one item, why is it called a pair? What sort of chamois do I want? Do the number of panels make a difference? Who am I buying this from? What is the best pair of shorts?
We cant answer the first question so well move on to the rest, but to see if you are skipping ahead, we wont discuss them in the order presented. This discussion does not include baggy shorts which are typically a street-type short over a modified cycling short. Introducing a covering designed for carrying things in your pockets or to visually cover perfectly good cycling shorts with a less aerodynamic and more baggy fabric (read: more places for wear and rubbing) doesnt make sense to us so, like a weird friend, we are going to ignore them for now. The most common question for a person buying shorts has to be: What is the best short? and if stated slightly differently: What is the best chamois? If you were talking to an educated retailer, then you were probably queried about your likes and dislikes or riding style or issues with current shorts. If you were talking to your friend or riding buddy, then you were wasting your time and should have been doing long division in your head. Many people confuse most expensive with best. The best shorts are those that fit and are most comfortable to you. Different shorts models are designed with differing numbers of panels, different lines for looks, constructed of differing materials and differing chamois inserts. How they fit you is a function of your unique anatomy,
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saddle type and set up, riding style and type of riding you prefer. There are no two butt, seat, chamois, skin type and riding style combinations that are exactly the same. What is perfect for your friend may not work for youour friends have little taste, education, experience or feeling in their butts. At least, theirs do not seem as sensitive as your own refined buttocks. That said, there is a general correlation between price and quality. In general, a more expensive pair of shorts will be made better and last longer. Many people find that the $30 (or less) shorts, made in Southeast Asia, on special at their on-line discounter, are the most comfortable short they have ever worn. These same people seem disappointed when the shorts last only a year. Other people find that if it costs over $100 it has to be comfortable and defines their future expectations. Shorts, properly washed and not prematurely worn out by an errant saddle bag, should last many seasons. The concept is: first buy what fits, without consideration for cost, then determine the value or cost versus the expected longevity of the shorts. A $150 pair of shorts over five years, has the same value as a $30 pair that lasts one year. Most fabrics, including Lycra (a brand name for a spandex material), are sold by the pound (excluding highly specialized or limited editions). As the fabric gets heavier, the fabric gets more expensive. Most cycling spandex is between 6- and 8-ounce material (the weight of a square yard). An 8-ounce fabric is more expensive than a similar 6-ounce material. Is it better? That depends on what you like. If you want to feel like you are wearing nothing at all, you want a light, high quality material. If you like the feeling of support in your shorts, you would gravitate toward a heavier material, which at 8-ounces, will feel more firm on your legs. We have not found any appreciable difference in the thermal characteristics except when you are sitting at the caf and no air is moving over your legs. Some older and some heavier riders prefer the firm feel of the heavier material. Often, a given manufacturer will have identically designed shorts in more than one material so that you can truly feel the difference in just the materials. More important than the materials are the basic design characteristics. Since there are so many manufacturers, we will keep our comments very general. Most shorts are designed in a racing/
sport configuration or they are designed as an entry level/touring configuration. Any of these can be an 2, 4, 6 or 8 panel design. In general, a sport short will be lower rise (front and rear) and more articulated in the hip. An articulated hip means that the shorts are designed already bent over into a typical riding position. A touring short will typically be a higher rise (front and rear) and less articulated in the hip. These features are important depending on your personal modesty, amount of time spent in your shorts off the bike and how important it is to you to have a racing attitude. As to the number of panels, remember why they were createdto solve limited flexibility in older materials. With spandex-based materials the number of panels is not critical. Well fitting and comfortable designs come in all panel numbers. We think 8-panel shorts are over-rated and we wonder how a seam down the inside of each thigh actually helps the comfort when it provides another seam to cover or on which the threads can wear. Another important variable is the chamois insert used for the short. There are almost as many chamois inserts as there are manufacturers. Again due to the overwhelming number of styles, we will keep our comments short. Chamois inserts are to provide coverage for the inside seams of the shorts and to provide a breathable pad to mellow the interface between your crotch and the saddle (padding). Let us make one thing perfectly clear, the chamois as a pad cannot make up for a saddle that isnt set up properly or is not comfortable to your bottom. Will not, can not, does not!!!
The chamois as a pad cannot make up for a saddle that isnt set up properly or is not comfortable to your bottom.
Now that we have that out of the way, here are some considerations. Is the pad micro-bacterially treated? Does the chamois insert have seams of its own? Does the chamois insert fit the shorts? A thicker chamois insert in a light-weight material short will not be well balanced and will tend to stick out where the material doesnt hold it in. If the chamois is shaped (has more than one material and is seamed together, opportunities arise for chafing. If you choose a chamois insert that is shaped, the shapes (usually the arc around your
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leg) needs to fit your body. Small arc, big leg, bad fit! Do you live in a wet area? Does the chamois dry extra fast, or will you be growing mold in your chamois? The combinations are endless so look at the size, construction and materials and then try severalwhat looks good may not feel good and vice versa. Chamois inserts, probably more than the shorts themselves, require that you try several to feel the differences. You may think you need a thick chamois when in fact your saddle is comfortable and provides adequate padding and a thick chamois makes the interface less comfortable instead of better. If you are going tour, we recommend fast drying chamois. Find several chamois inserts you like and alternate them so you eliminate the repetitive motion injuries. Lets face it, even if you sit in your comfy car seat for four hours, your butt gets sore. Reduce that surface area to two inches by six and it is normal to get sore, why make it worse by not varying the wear points? Today there are several chamois insert-enhancing materials available. Most of these involve a lubricant to minimize chafing. We have used some creams and some dry lubes and found them to provide the lubrication they promised. We do not know the long-term effect on your shorts. We do know that any petroleum-based lubricants will eat your petroleum-based shorts over time. This may initially appear as thinning or localized wear. We also wonder what affect these lubricants have on the breath-ability of the material. Your shorts work best when they can breath and
the chamois can fluff. To make sure this happens, wash them regularly. Get the sweat and road grime out and do not replace it with washing additives. Use a minimalist detergent with no fragrances, bleaches, softeners or any other additives. Baby detergents are very mild with no additives. Several sport washes are available that have been tested to leave no residue. We recommend these products to minimize retaining anything that might irritate your skin over time. Just sitting on that small space is hard enough without saddle sores or skin irritations. In summary, we believe you should try several types of shorts and wear more than one type to break up the monotony. From time to time try different materials, chamois inserts and possibly lubricants. Wash regularly with a mild environmentally sensitive and non-accumulating detergent. Do not try to solve bike set up or saddle problems with a pair of shorts or chamois insert. Never try on a pair of shorts standing straight up, bend over like you are riding and see how they fit, we expect shorts to pooch out in back when you stand straight. We design them for riding, not standing there in front of a mirror or your significant other, that is what lingerie is for. Just like music, food and life, your butt sometimes just needs a change to be happy. More information: Bour Sportswear www.boure.com 888-889-9242
Cold Weather Clothing

Advice from veteran riders
Lon Haldeman, Sharon, WI: I have lived and cycled in the upper Midwest during the past 25 years. For five years I commuted 90 miles round trip except for the worst winter months. I had lots of great riding days but also some cold drizzly days which turned into more of a survival test than a commute to work. In cold weather wear clothing that helps avoid wind chill, dampness (either through sweat or rain) and insulates against the cold. Cycling clothing needs to fit without being too bulky to pedal in or too loose to flap in the wind. My typical wardrobe for a 30 degree dry day would be: Polypro vest Long sleeve Polypro jersey Windproof lightweight jacket Cycling shorts Pearl Izumi tights medium thick socks Cycling shoes Pearl Izumi shoe covers Silk or thin Polypro balaclava Helmet
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Suspension Eyewear glasses (fit tight under a balaclava) Windproof lined gloves A little colder or damper add these: Thicker wool jersey Lined wind proof jacket or rain coat Front of crotch chamois (guys only) Bellwether lined tights Layer thin socks, plastic, socks, plastic Lined fleece balaclava Glove liners or outer mittens When you leave your house you might feel slightly chilled. Ride with the wind until you are warmed up but not sweating. Zigzag your route if possible so you can warm up with the wind occasionally before heading into it again. Terry Zmrhal, Redmond, WA: The most important piece of equipment for riding through a Pacific Northwest winter isnt clothing, its fenders! Indeed, youll be given dirty looks for showing up at club rides without fenders! Dont forget the mud-flapduct tape even works as a mud flap. Youre going to get wet anyway, so whats the use of fenders? Without fenders, youll probably get more spray and water from your wheels than from the heavens above. Keep the extremities warm: hands, feet, face/ head/ears. You lose up to 50% of your body heat through your head! Cover it up and youll stay much warmer. Choose from helmet covers, earbands, fleece hats, balaclavas, and face masks. Wear items that will keep you warm, but without overdoing the warmth. Keeping your hands warm is critical to being able to shift and brake. I recommend lobster gloves which keep your pinkie and ring finger next to each other and keep your middle finger and index finger next to each other. These provide the warmth of mittens, but the dexterity of gloves. In the Pacific Northwest, you must have a good rain jacket. The best rain jackets are those made of straight plastic (like the Burley jackets) or something like Gore-Tex or Entrant fabrics. Dont you sweat in plastics? Youre going to get wet anywayeither from the rain/drizzle or from sweating. You might as well be warm and wet instead of cold and wet. When you buy a rain jacket, look for pit-zips (zippers in the arm-pits for ventilation), tall collar (keeps the rain from leaking into your clothes), tail flap (keep spray off your shorts),
two-way front zipper or velcro (more ways to control ventilation), mesh lining (for ventilation, but not necessary), non-elastic cuffs (again for ventilation), and slightly loose fitting so you can wear something warm under it. Lastly, newspaper makes a good thin, inner layering in cold weather. Put some on your chest and some on your back. It will soak up some of the sweat and then part way through your winter odyssey, you can remove the newspaper and have a dry set of clothes! Afterwards youll be able to read the daily news on your body. John Lee Ellis, Louisville, CO: Winter in the shadow of the Colorado Front Range has a wide temperature variation, but it is usually a dry cold. There is no rain for the entire winter . It is either snowing or it is dry and sunny, and the roads are either snow-packed or dry. If it is sunny, you bike. If it is snowy, you ski or stay home. Temperatures vary a great deal between early morning and later in the day, so layering is critical. I take a shell, booties, and mitten shells (not gloves) for early in the day. I often get down to fingerless gloves by midday, and a sweater or couple of jerseys. Head covering is a lightweight thermostat for the whole body, and can be removed later and stuffed into a pocket. I layer my head covering, but then I have less natural insulation up there than some. Wind is a factor here in winter. For cycling in the wind, you want wind-cutting, aerodynamic garmentsnot a floppy shell, but a contoured one. Often the best place to find this type of gear is a hiking/skiing store, rather than a bike shop. A lot of my bike winter clothing is also my XC-ski clothing. (Above a certain wind velocity, the wisest wind protection is going skiing instead!) Color is a big debate: dark clothing soaks up solar rays better, but bright clothing is more cheerful (important when the sun is not warming you). I wear Suspension Eyewear, which conform to your temples when wearing caps or balaclavas. To keep out the wind, I have added a shield of tape above the nosebridge. This also makes me look geekish enough that any hint of speed comes as a surprise to my riding companions. Pamela Blalock, Chelmsford, MA: I manage to ride my bike year round, with a few days off here and there, when a severe snow storm has overwhelmed the plows.
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Dont overdressexercising generates heat. Clothes that wick moisture away from the body will keep you dryer and therefore warmer. Stay away from cotton; when it gets wet, it stays wet. Silk makes a great, natural base layer. There are lots of synthetics available that wick moisture away from the skin and dry quickly. Polar fleece is another great fabric for winter sports. It retains only 1/10 of its weight in water, and insulates as well as wool. Recently developed windblocker fleece is the greatest new thing to come to winter cycling in years. In the winter, I wear shoes one size larger so I can use thick socks or a pair of wool felt insoles from Sorrel. For the final layer, I use Gore-Tex booties. In really cold conditions (<10F) I wear crosscountry ski booties on top of my regular booties. There are various types of hand/foot warmers available for less than $2 a pair. You shake-em to activate and they last about five hours. For hands, I start with silk glove liners. Then I add either mittens or gloves, depending on the temps. The glove liners are really handy when I have to remove my outer gloves. If its wet, I add a Gore-Tex shell on top of the gloves. I use Swix earmuffs (very thin and fit easily under helmet) or a lycra headband, a polar fleece face mask and a hat or helmet cover. The final touch is a pair of ski goggles, for temps under about 20F. On my body I start with a wicking synthetic or light Polarfleece zippered turtleneck and bib shorts. The zipper in the turtleneck serves as a great temperature regulator. The bib shorts cover my back when Im in the cycling position. For cold but dry days Ill add a pair of leg warmers
Frozen water bottles?

Terry Zmrhal: Wrap a wool or neoprene sock around the water bottle, although you may have a tough time getting it in the cage. For colder conditions, wear a Camelbak/Halfback underneath your jacket. After each drink be sure to blow the water back into the bladder otherwise the water will freeze in the tube itself. Pamela Blalock: Carry a small vacuum bottle of coffee. A flask covered in a sock fits a water bottle cage, secure it with a toe strap. before my outer bib tights. If its wet Ill use my Gore-Tex bib rain pants instead of the leg warmers. Ive recently started using a cycling cape, which covers my hands, so my gloves dont get wet if its raining or snowing. A cape can be a bit unruly in high winds, but in moderate winds, it can work quite well. Dress visibly. The sun is lower in the sky at this time of year and more likely to blind drivers. Make sure you can be seen! I ride with others on longer rides in the winter because its more fun, but also its safer. You can watch out for each other, and signs of hypothermia, and you can send for help if necessary. And eat. You are burning a lot of calories to keep warm and you will need fuel. If you are doing a long ride (like a century) plan for longer and more frequent breaks in the summer.
Riding in the Rain

by Terry Zmrhal
Terry, from Seattle, WA, is a veteran of BMB, PBP, two-person RAAM, and many brevets in the northwest. Winter is just around the corner. Soon it will be time for endurance riders to bundle up and brave the weatherat least those riders in the northern half of the country will. Some of the toughest weather to ride in is when its cold and wet. If youre prepared it doesnt have to be so rough. Being prepared means having the right clothes, outfitting the bike, doing a bit of maintenance, and being a little more cautious on the road.
Clothes
Lets start with clothes. You are going to get wet riding in the rain. Either you can forget about the rain jacket and let the rain soak your clothes or you can don the latest wonder-fabric creating your own personal sauna. While wet clothes are never enjoyable, being warm and damp is certainly better than being cold and soaked. There
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are three primary areas to consider: the upper body, lower body, and the extremities (hands, feet, and head). Upper Body: Most people wear some type of rain jacket on the upper body. There are claims of fabrics being breathable and waterproof (I have yet to find anything to breathe for me). The best alternative is to find a jacket that allows you to adjust ventilation. Heres my list of key features:
use a runners cap with a stiff bill that covers my head and helps to keep my glasses clean. Hands: Wool or fleece gloves work well. When it gets really wet and windy I recommend a pair of Goretex lobster overmitts made by Outdoor Research. They fold up small and fit almost anywhere. Your hands need to be warm enough to control the brakes and hopefully shift as well. Feet: Start with wool socks and add layers. A Goretex or other waterproof sock can help, if nothing else for another layer and wind protection. You can add toe covers or go all the way and use booties. For booties find a pair that has Velcro on the back, such as the booties at MEC. The all too common zippers are tough to deal with.
Pit zips: zippers under the arms, which allow

you to adjust the ventilation.
Velcro or double zipper for the front: this is

where most of the air comes through, make sure its very adjustable.
Open wrists, which can be cinched down:

most jackets have elastic at the wrists, but its surprising how much air can enter here.
Bike
Now that the body is protected, its time to work on the bike. Fenders are a must if youre going to ride in the rain a lot. If you ride with a group you need full fenders including a rear mudflap. If you just ride alone, you can get away with fenders that come on and off quickly. For full fenders I recommend the SKS brand. Fenders can be a nuisance to put on and keep from rubbing the wheel, particularly when trying to use them with side-pull brakes. Nevertheless, once they are on, they do a great job at keeping water from splashing on your feet and sending a spray of water up your back and on your shorts. They also help keep the bike from getting really dirty. I also recommend some tougher, wider tires. I use Specialized Armadillos in the winter and rarely get flatsthey are tough, but also heavy, slow tires. You can also use thicker tubes or Mr. Tuffys. Finally, use a heavier chain lubesomething like Phil Wood. Its better to have lots of gunk on your chain than to be in the middle of a ride and hear the annoying squeaks of a dry chain.
Protective collar: you want a comfortable

collar thats high enough not to let water drip down inside the jacket. My favorites are the Burley jackets, which provide good rain protection and allow you to adjust ventilation in key areas. For a plain rain jacket, the RainShield jackets are good although they provide no ventilation (www.rainshield.com). They wont last forever, but for $30 its a tough price to beat. Heres one more tip for keeping the upper body warm. Start your ride with newspaper next to your skin front and back. Several hours into the ride pull out the wet newspaper and youll have a dry jersey! Of course youll need a good scrubbing when you get home to remove all the newspaper ink on your body. In a pinch a garbage bag also works (be sure to punch holes in it for your head and arms though). Lower Body: Your legs are doing all the work so wearing any kind of rain pant is likely to get your legs quite warm, can restrict some movement, and will make quite a bit of noise. Instead find wool tights or tights with a windbreak front. MEC has a nice pair (www.mec.ca). If that doesnt suffice try mountaineering gaiters for just the lower legs or even spats. Spats are an English combination of a gaiter and bootie. Or take a pair of rain pants and cut off the back. Ive never tried this, but it seems like it would work. You really need the protection on the front not the back. Head: Wear something to cover at least the ears. If its dumping hard consider ue a helmet cover. A cheap alternative is a shower cap from a motel! I
Maintenance
Now that the bike is prepared there are a few maintenance items youll need to do every other week. Checking the tires can help reduce flats. I turn the bike upside down and check for bits of glass or other debris that have been lodged in the tire. I usually find several pieces to pull out. Every other week clean off the rim as well. Even a heavier chain lube can wash off in a heavy rain, so check the chain to see if it needs re-lubing every so often. The rest of the bike you can leave dirty until springcleaning it only provokes the
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rain gods into providing some liquid sunshine the next time you ride.
Ride a little slower so you dont sweat as

much.
Riding
Once youre out on the road:
Take an extra jersey or under layer to change

into during the ride. One last word of warningcold and wet can quickly seep through all those clothes and into your bones. Be aware of how cold you really are and find some place warm or some hot chocolate if youre reaching your limits. Riding in the rain isnt so bad if you and your bike are prepared!
Dont ride through puddles you never

know if theres a pothole lurking there or not.
Take the descents a little easier. Give yourself extra space and time to stop
those brake pads arent going to grip as well.
Equipment for One-Day Rides

By John Hughes
I. Bike
Pump Cyclometer 2 large water bottles or CamelBak Seat pack Spare tubes (2 3) Patch kit Spare tire or tire boot Tire irons Tweezers (great for removing thorns!) Spoke wrench Allen wrenches Small screwdriver Extra brake and derailleur cables Electrician/duct tape (small piece) Chain tool and a few links Thermal vest Rain Jacket Wool leg warmers or tights Rain pants Silk balaklava (very light) or winter hat Shower cap from a motel (cheap helmet cover) Poly-pro glove liners (light weight) or long cycling gloves Windproof and waterproof overmitts Wool socks (warmer when wet) Toe covers (lightweight) or booties
III. Other
Ibuprofen or other anti-inflammatory Sunscreen Chapstick Vaseline (to lubricate crotch) Tums Several anti-bonk energy bars Bandaids Photo ID Medical card Cash
II. Clothing
Helmet Cycling hat or sweat band Short sleeve jersey Short cycling gloves Biking shorts Shoes Insoles Socks Windbreaker Arm & knee warmers For colder weather, wear clothing in layers: a wicking layer next to the skin to wick away sweat one or more insulating layers for warmth a wind-proof, rain-proof outer layer Depending on conditions, Ill carry or wear Polypro long underwear top Wool jersey for insulation
John Hughes, coach

JHnFriends@aol.com
Intelligent Training
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Eating for Endurance

Ten Mantras for Endurance Cyclists by Susan I. Barr, PhD, RDN, FACSM
Susan Barr, is a Professor of Nutrition, University of British Columbia. She is a veteran of the Rocky Mountain 1200, Team Furnace Creek 508, Pacific Crest and PAC Tours 1. One-way Principle Food and drink should be palatable, go down easily, and stay down. 2. Moderation, Variety and Balance Moderation: no good foods or bad foods; rather, healthy diets and not so healthy diets. 7. Wheres the Beef? Lean meat is the best source of iron and is also a good source of zinc, B vitamins, and highquality protein.
Although theres still some debate, athletes

may need more protein perhaps 1.2-1.5 g/ kg of body weight:
Variety: nutrients are distributed in different

foods.
Balance: your diet isnt too lopsided (e.g., so high in

carbohydrate that protein is neglected). energy balance (eating enough to meet your energy needs). fluid balance.
154 lb athlete: 84-105 g protein / day (336 420 calories from protein). 176 lb athlete: 96-120 g protein / day (384 480 calories from protein).
As examples, 3 oz. of meat, fish, or poultry

provides about 20 g protein; 1 oz cheese,1 egg, or 4 oz of tofu provides 7-10 gm of protein. 8. Calories or Convenience? Bars, gels and sports drinks are convenient, but dont provide superior nutrition compared to real food. 9. Timing is Everything Before cycling: 50 - 200 g CHO, 1 - 4 hours before activity if you want your stomach empty when you start cycling.
Maintain fluid balance while riding. To estimate your rate of fluid loss, weigh yourself nude before and after a ride.
3. Water, Water Everywhere
Sweat rates when exercising hard in hot

weather can exceed 1 L/hr (35 oz) and average stomach emptying rate is just over 1 L/hr, so its not always possible to keep up.
Drinking on the bike is learned and that you

can get used to the feeling of more fluid in your stomach. 4. Pass the Salt Sweat contains about 1 g of sodium / liter! 5. I Never Met a Carbohydrate I Didnt Like A minimum of 5 g CHO/kg of body weight/ day, and up to ~10 g/kg/day for those in heavy training.
Before a long ride, larger quantities in closer

proximity to the start of the ride.
During a ride 50 g/hr for a 70 kg cyclist riding

a century.
Longer rides, balance the energy youre using

with what youre taking in over the course of a 24-hour period.
After a ride, take in carbohydrate soon after

exercise to help replace glycogen stores. 10. Be Prepared Eat before youre hungry; drink before youre thirsty.
154 lb person: 350 - 700 g CHO / day (1400 2800 calories from carbohydrates). 176 lb person: 400 - 800 g CHO / day (1600 3200 calories from carbohydrates).
6. Fat is Not a Four Letter Word For those in heavy training, fat calories are a good way to meet high energy needs.
Know how far it is to the next minimart!
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How Many Granola Bars?

Caloric Requirements by Susan I. Barr, Ph.D., RDN & John Hughes
On a long ride such as a multi-day tour, double century, brevet, 24-hour race or Paris-Brest-Paris your overall goals should be to maintain fluid and energy balance on a day-to-day basis. We are assuming that you arent doing the event as part of a crash weight-loss program! Although its possible to ride during a chronic energy shortage, its not recommended (nor much fun). In endurance riding, available fuel (not training) limits our pace. Studies with the Tour-de-France cyclists suggest that racers who maintained their weight over the race were more likely to be able to complete the tour and to ride well. For the cyclists studied, that required an average intake of about 6,000 Calories per day.
Approximate Calorie Needs While Riding

Average Speed (mph) 12 13 14 15 16 17 18 19 20 21 23 Calories/Kg/Hr* 5.6 6.2 6.8 7.4 8.1 8.9 9.8 10.7 11.8 12.9 15.5
On a long ride your overall goals should be to maintain fluid and energy balance on a day-to-day basis.
Estimating Energy Needs
Calorie needs while riding vary in proportion to your body weight, the terrain youre riding through, the road surface, the weight of your bike and type of tires you use, and wind resistance (which includes how much time you spend on someone elses wheel and whether youre using aero bars or not) and how fast youre cycling. The most accurate way to estimate energy expenditure is to have an individually calibrated regression of heart rate versus oxygen consumption determined in an exercise physiology lab. Even that can be misleading since during long rides, heart rate typically drifts upward even when energy expenditure isnt changing. (For example, you start a ride at a heart rate of 125, and ride at the same pace for three hours, by which time your heart rate might be 135. This would suggest that you were burning more Calories according to the relationship between heart rate and oxygen consumption, when in fact youre not.) A lab test costs several hundred dollars. If youd rather spend the money on cookies and bananas, you can guesstimate your energy needs while cycling by using the chart which shows Calories
*Weight in kg = Weight in lbs/2.2 needed per kilogram body weight per hour while riding at different speeds. If youre riding downhill with a tailwind or laboring up a pass at eight miles per hour, the estimates will be wrong; but theyre a reasonable place to start. A 70 kg cyclist who averages 14.5 mph (including stops) for a 14 hour double century would need 6,664 Calories (6.8 Calories/kg/hr x 70 kg x 14 hrs), or about 500 Calories / hour. To the above estimate, add energy needed for the rest of the day. Well assume that before and after the ride youre mainly eating, sleeping, or relaxing. Accordingly, an estimate for this part of the day is about 1 Calorie/kg/hr. Our 70 kg cyclist would be off the bike for 10 hours, so energy needs would be 700 Calories (1 Calorie/kg/hr x 70 kg x 10 hr). The daily total is thus 7,364 Calories (700 + 6,664), or since its a guesstimate, about 7-8,000 Calories. Thats a lot of food! The same cyclist, if riding for 24 hours, would burn 11,424 Calories (6.8 Calories/kg/hr x 70 kg x 24 hrs).
Sources of Energy
During a ride, the source(s) of energy will vary, depending on the intensity of the ride. At moderate intensities fat contributes a significant fraction of the energy. As the intensity increases, carbohy-
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drate provides more energy. At exercise intensities below the lactate threshold (LT), fat and carbohydrates provide approximately equal amounts of energy, and above LT the major energy source is carbohydrate. If you do a lab test to determine total energy needs at different heart rates, the lab can also tell you what fraction is coming from carbohydrate and what fraction from fat at different heart rates. A second consideration is what youre eating. Particularly during very long rides (e.g., ParisBrest-Paris), your body will use whatever youre feeding it. So if youre eating 70% carbohydrate, 20% fat and 10% protein, thats what youll use, while if youre eating 50% carbohydrate, 40% fat, and 10% protein, that will be your fuel mix. The fat used for energy can be either fat in the diet or body fat. Some riders conclude that they can eat less than they are actually burning, making up the deficit from the midriff. While this will lead to weight loss, it may affect performance. Its better to diet during training and to make sure that the fuel tank is kept full during an event.
Approximate Sources of Energy While Riding

% of VO2 max 20-50% 60% 70% 80% 90% CHO/Fat about 50/50 about 60/40 about 70/30 about 80/20 90-100% CHO.
An important criterion is where LT falls for a given individual. For many people its at 6070% max, but can range up to over 80% of VO2 max for very fit individuals. Astrands Textbook of Work Physiology: randonne, John develops a spreadsheet detailing how much hell consume at each of these times:
Before the ride / after getting up from a sleep

break
Its better to diet during training and to make sure that the fuel tank is kept full during an event.
A particular risk in under-eating is that you wont consume enough carbohydrate. Metabolizing fat for energy requires some carbohydrate; the saying is that fat burns in the flame of carbohydrate. Further, the brain can only metabolize glycogen (from carbohydrate) for energy. When you run out of glucose (i.e., deplete your glycogen stores), your eyes cross and your brain turns to mush youve bonked! When you deplete glycogen stores, the body will metabolize protein to provide glucose through a process knows as neoglycogenesis. After months of training your quads, youll ride better if you dont eat them! The optimal situation is for energy intake to match expenditure over a 24-hour period. In events other than RAAM and its relations, that leaves time off the bike to make up energy deficits that may occur on the bike.
On the bike At rest stops After the ride / before a sleep break
Eating a large breakfast is a good way to get a head start on your energy and fluid needs for the day. John tries to eat at least 1,000 Calories before a brevet, including a generous amount of carbohydrate. Because youll start to ride almost immediately after you eat, choose foods you know will sit well when you start riding. Many riders find that adding some protein helps sustain them for a longer period of time.
On the bike we recommend eating a minimum of 300 Calories every hour, primarily from carbohydrate.
On the bike we recommend eating a minimum of 300 Calories every hour, primarily from carbohydrate. This is the minimum for most riders to keep from bonking. For example, 24 oz. of Gatorade contains 150 Calories (and helps meet your hydration needs) and a granola bar will provide another 150 Calories. The rest of your hourly energy needs can be made up at rest stops. If you are doing a RAAM-style event with a crew and want to minimize time off the bike, then you can consume more per hour on the bike.
Eating During an Event

Youve estimated your energy needs for 24 hours, including the event and you need a plan so that Calories in = Calories out. Before a brevet or
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Some riders have trouble consuming more than 350-400 Calories / hour while riding. There is not a fixed physiological limit to how much you can digest per hour; rather, it relates to how hard you are riding. At high intensities, most of the blood supply is going to the working muscles (to transport oxygen and energy) and to the skin (for cooling). Little blood is available to move energy sources from the digestive system. You may need to be tactical in your eating. Eat less on a long climb, eat at the top, and digest on the descent. Or, after a big meal at a rest stop, ride at digestive pace until youve processed the food. If, on long rides, you are chronically unable to eat enough to meet energy requirements, then your pace is outstripping your fuel supply and you should slow down to a pace where you can eat enough. Finally, when you get off the bike, either at the end of an event or before a sleep break, is a great time to take in more Calories. You may have read that eating immediately after exercise is important for glycogen restoration. The most recent research indicates that when youve got eight hours or more until the next days ride, chowing down immediately after racking your bike isnt critical, provided enough carbohydrate is consumed over 24 hours. However, if you are just taking a short sleep break, this is an excellent time to eat about 1,000 Calories, primarily of carbohydrate, since this is the only recovery time youll have before getting back on the bike. Some research indicates
that including some protein in the diet will increase the replacement of glycogen.
Real food?
Scientific studies generally indicate that plain food, bought in grocery stores, is as effective at meeting energy needs as sports drinks and bars. The number one criterion is personal preference. Some people find it easier to drink their Calories on the bike, meeting fluid and energy needs concurrently. Others prefer to drink water and eat food. A consideration is always What will be available?. If youre on an unsupported ride, you may not be able to carry large quantities of sophisticated liquid food, gels or bars with you. Knowing what you can buy and eat at a minimart is a good idea. Cost is also a consideration for some of us. At $1$2 per energy bar, the cost of long rides can add up quickly. The bottom line is that if you like it and eat it (or drink it), it will help. We are each unique in our requirements and tastes. As you build up to long rides, estimate your personal energy requirements and figure out a personal plan for nutrition. Part of whats great about this sport is it gives each of us an opportunity to eat a lot and to experiment with what works for us. Bon appetit!
Eating For a Century or Double Century

Whether youre going for a P.R. or prefer to smell the roses, nutritional will be major determinant of how successfully you meet your goals for a century or double century. by Susan I. Barr, PhD, RDN
Optimizing your performance from the nutrition perspective involves a three-pronged approach: 1) glycogen supercompensation (carbohydrate loading) the week before the event; 2) eating a meal the morning of the event; and 3) consuming foods and fluids during the event itself. Heres a countdown to help your preparation. the sports drink thats being provided, start using it in your training rides. Eating and drinking while riding moderately hard are learned behaviors and need to be practiced. You also need to learn what you tolerate best on long rides. Determine the rates of fluid and carbohydrate intake youll need to maintain during the ride (see below), and aim for these intakes during training rides. If you have trouble remembering to eat and drink at regularly, set your watch to go off
Months in advance
Contact the event organizers and find out what foods and beverages (if any) will be provided at checkpoints. If you havent used
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every 15-20 minutes. Although it may infuriate your training partners, it will help you learn to take in fluids and energy regularly.
The week before

Glycogen supercompensation, or carbohydrate loading, helps prolong endurance in events lasting over two hours. Estimates are that it can move the wall about 20% farther down the road. Clearly, it wont see you through a double, but it provides a good foundation for the two other strategies. To effectively carbo-load, taper your training during the week before the event, ending with either a rest day or an easy spin. This will allow dietary carbohydrate to be stored as muscle glycogen rather than being used as a fuel for cycling. While backing off the mileage, you need to increase carbohydrate intake for the last 3-4 days of the weekaim for 8-10 grams of carbohydrate per kilogram body weight. Youll know things are working if you gain some weight. Each gram of glycogen is stored with 3 grams of water, so filling glycogen stores with an additional 300-500 grams should lead to a weight gain of up to 2 kg. Most of this additional weight is water, and will actually be helpful during the ride.
1. Use foods that are familiar and that you know youll tolerate. Liquid meal replacement beverages may be useful for those who dont tolerate solid foods. 2. The meal should be relatively low in fat so that stomach emptying isnt delayed. 3. It should provide carbohydrate (about 50 grams for each hour before the ride that the meal is eatenso 100 grams for a meal 2 hours before, or 150 grams for a meal 3 hours before). As an example, eating a banana and a large bagel with jam will provide close to 100 grams of carbohydrate. Having a meal will mean getting up early, but its worth it in terms of helping performance. This guideline is intended to allow enough time for the food to leave the stomach, so you wont start the ride feeling overly full. If youre not planning to ride hard, meals can be eaten in closer proximity to the start. 4. It should provide fluid. The American College of Sports Medicine recommends drinking 500 ml (about a water bottle) two hours before starting. This will allow enough time to excrete any excess fluid. If you cant survive without coffee, by all means have somebut be sure to include a non-caffeinated source of fluid as well.
A few days before

Optimal hydration is critical to performance and cant be accomplished by drinking large amounts of fluid the morning of the event. The American College of Sports Medicine recommends increasing fluid above usual levels for at least 24 hours before an event. Aim for 2-3 water bottles of fluid on top of your normal intake. If you use caffeinated beverages, drink at least an equal volume of a non-caffeinated beverage for each cup of caffeine.
During the ride

Begin to take in fluid and energy immediately. If a deficit to develops, its almost impossible to recover. You know the drill Eat before youre hungry; drink before youre thirsty. How much fluid? Ideally, fluid intake should match sweat losses. (This should be assessed before the ride by weighing yourself nude before and after a 2-3 hour training ride. The difference, to which you add the weight of any fluids consumed, represents your total sweat loss. Divide by the length of your training ride to obtain an hourly rate.) How much energy? You need a minimum of 0.6 grams of carbohydrate per kilogram body weight per hour, or 0.3 grams per pound of body weight (30-60 grams per hour for most people). This wont meet your energy needs completely, but thats not a serious issue for a one-day event. It will help sustain performance.
The morning of the ride

During an overnight fast, liver glycogen is used to maintain blood glucose levels. If liver glycogen isnt restored (by eating) before starting to ride, hypoglycemia can develop and will contribute to premature exhaustion. General guidelines for pre-event meals include the following:
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What form of energy? Solids (real food or energy bars), liquids and gels all work, so its your choice. If it tastes good to you, chances are that youll use it on a more regular basis. Some cyclists find solids are difficult to eat while riding moderately hard, and sport drinks containing 6-8% carbohydrate (gms / ml) have the advantage of meeting fluid and energy needs at the same time. A standard
water bottle of sport drink provides about 3750 grams and a large bottle about 45-60 grams. But after 8-10 hours, sports drinks may no longer be appealing, so getting some variety throughout the ride is advisable. Checkpoints are a good time to take in some solid food, if you plan to stop at them. Have fun! (and dont fall)!
Electrolytes and Fluid Replacement:

Any Debate? Maintaining proper electrolyte levels in endurance athletes is critical to performance. by Kevin Setnes & Karl King
Kevin Setnes is an ultra runner, regular contributor to Ultra Running magazine and coach. Karl King developed SUCCEED products for endurance athletes. For more information, go to www.ultrafit-endurance.com Recent debates about the need for electrolytes raise many interesting questions and points. Too much or too little? What is right for you? Are there dangers to watch out for? These are valid questions; but there arent any yes or no answers. Fact: Maintaining proper electrolyte levels in endurance athletes is critical to performance. There should be little debate here. Understanding an individuals requirements is another matter. Every athlete needs to understand his or her nutritional needs. Some are basic: the need for fluids, the need for calories, and the need to pace yourself according to your abilities. Each athletes success will largely be determined by how well he/she understands his or her needs and abilities when attempting to go long distances. Moderation should be one of the golden rules of all ultradistance athletes. Practice it in everything you do, until you fully understand your personal needs as an athlete. With electrolyte replacement, you need to know your fitness level, your sweat rate, the weather conditions, and the content of the replacement you are taking. Practice your electrolyte replacement in training, and continue electrolyte replacement in ultracycling events. as much attention to our electrolyte stores during an ultradistance event. Electrolytes are those salts which play a major role in the biochemistry and physiological processes of the human body. While dehydration is a serious problem, we see many cases of DNFs and death-march experiences because of electrolyte imbalance. You will enjoy your event far more if you take care of your electrolyte needs, as well as your hydration.
You will enjoy your event far more if you take care of your electrolyte needs, as well as your hydration.
Lets review where fluids are in the body, and their amounts. 60% of body weight is water. 40% of the body weight is inside body cells. 15% is in the space around the cells, and 5% is in the blood. Although the weight of the blood is minor, its water and electrolyte content are critical for good performance. Athletic performance suffers greatly with increasing dehydration. Water is lost through: the skin/sweating, the lungs/breathing, urination, defecation (possible diarrhea ), vomiting and wounds. Except for the lungs, all those routes are also pathways for loss of electrolytes. The amounts of electrolytes lost in sweat and urine vary depending on fitness, body electrolyte content and acclimation to heat levels. Vomiting and diarrhea can lead to large electrolyte losses and are serious problems during an ultracycling event.
Hydration and Electrolytes

Weve been told for years how important it is to drink during long distance events to avoid dehydration that degrades performance and can ultimately lead to a DNF or even collapse. What we seldom hear is that we need to pay just
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Weight Loss 0 to 2 % 2 to 3 % 3 to 6 % >6%
Consequences beginning thirst, performance loss at 1.8% thirst, 7% performance loss cramps, strong thirst, 20% performance loss severe cramps, heat exhaustion, coma, death
both sodium and water. It is possible to see athletes in the same event who are suffering from different forms of electrolyte imbalance. Many athletes, like triathletes and cyclists, will drink too little water and suffer dehydration. The athletes body usually cannot absorb water from the stomach as fast as it is sweated out of the skin, so most of them end up with some dehydration in an event. Some back of the pack cyclists may have enough time to drink more water than they lose, especially if they are moving slowly. Most ultracyclists will not fully replace the sodium they lose and have a deficit. Some of these athletes may take electrolyte supplements, some may use a sports drink with electrolytes, some may take salty chips or pretzels, and some may take no electrolytes at all. Some may drink a mineral-free water in the latter part of the event and get dilutional hyponatremia even though they were fine earlier. Lets look at what happens in an ultracycling event when insufficient electrolytes are taken. Early in the event, sweat rates and sodium loss rates are high. Urination amounts may be high too. As sodium levels fall, the body increases the level of the hormone aldosterone that influences kidney function to slow sodium loss. As exercise continues and sodium is lost, blood pressure may fall. The body produces the hormone vasopressin to help maintain blood pressure. If exercise continues, with more water and electrolyte losses, performance begins to suffer and athletes slow down. Since sodium is important for the absorption of food and water from the digestive tract, what the cyclist eats and drinks is not absorbed. Nausea results. Even the sight of food may make one want to retch. This is your bodys way of telling you Dont bother because I cant process it even if you force yourself to eat. If you drink, the water wont be absorbed well and will slosh around in the stomach. What is absorbed cannot be retained and will soon be urinated out. As the level of sodium in the blood decreases, the ratio of sodium to water decreases to dangerous levels. As a defense mechanism, water will be moved from the blood into the spaces around body cells. That is why hands and feet can swell after many hours of competing. Loss of water from the blood stream is equivalent to further dehydration, causing additional loss of
Sodium and Potassium

These are the major body electrolytes. The fluid in body cells is high in potassium; 90% of the bodys potassium is inside the cells. Other body fluids are high in sodium. Fluid Blood Sweat Sodium Content 575 - 1,725 mg/L Potassium Content 155 - 200 mg/L 3,100 - 3,330 mg/L 137 - 200 mg/L
The major route for sodium loss is sweat. Because potassium is held inside the cells, it is not lost at high rates provided there is adequate sodium in the body. Normal sweat rates can range from 0.75 to 2 Liters/hour, depending on temperature, humidity, pace, clothing, and the degree of heat acclimation the rider has. A rate of one Liter/hour is not uncommon for an acclimated cyclist. At that rate, typical electrolyte loss rates by sweat are 1,300 mg/hr for sodium, and 230 mg/hr for potassium.
Electrolyte Imbalance
The body is sensitive to the amount of sodium in the fluid outside the cells, and in the blood. If the blood sodium level falls much below normal, a serious condition called hyponatremia is the result. The typical symptoms are headache, muscle cramps, weakness, disorientation, apathy and lethargy. Those are often seen in the latter stages of an ultra. If blood sodium falls to less than 2,500 mg/liter, the result can be death. That, fortunately, is very rare. The body has mechanisms to retain sodium when it is faced with sodium losses, but there is only so much compensation that can be done. If you keep sweating without replacing the salt losses, the eventual result will be electrolyte imbalance. Because an athlete will be losing/ingesting both water and salt during an event, the situation can be complex. The body is sensitive to the ratio of sodium to water; the ratio can be raised or lowered depending on the rate of intake, and loss of
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performance. Such conditions lead to a DNF or misery all the way to the finish line.
salt before eating it. V-8 and tomato juice are also good sources. You can use an electrolyte replacement supplement, but check the sodium content. Some riders take salt tablet such as Thermotabs. Some athletes use Stamina Electrolyte Tablets but those are not a good source of sodium or potassium (they are a good source of calcium and magnesium). Some athletes use SUCCEED! Buffer/Electrolyte Caps that are formulated specifically for ultradistance athletes such as cyclists, triathletes and runners to supply sodium, buffers and sufficient amounts of potassium. As always, you need to drink. Dont wait until you are thirsty; the human thirst mechanism is too slow and inaccurate. As the adage goes: Eat before hunger, drink before thirst. When you finish a long training ride or event, you will usually have a deficit of water, calories and sodium. You will have a much smoother recovery if you replace all of those promptly. Soon after finishing, you can take an electrolyte supplement, 200 calories of carbohydrates and drink water until you are no longer thirsty, and are urinating again. In the days that follow, you will probably find that you have more energy and fewer aches and pains if you have promptly replaced water, carbohydrates and sodium after your long ride.
A plan to avoid the problems

First of all, you can reduce your tendency to lose sodium by what you do when not training or competing. You can reduce the amount of sodium in your daily food. That will increase the level of aldosterone so that your body retains sodium better. Choose less salty foods. Use Morton Lite Salt in your salt shaker. That will reduce sodium and increase your potassium intake (as will eating fruits and vegetables). If you expect to compete in the heat, get heat acclimated as soon as possible. That will reduce your sweat rate under hot conditions. While you train, stay cool so that your sweat rate is lower. Wear light clothes, keep your jersey wet, and/or put ice on your neck. Consume supplemental salt or electrolytes during the event. Most sports drinks have sodium levels that are fine for shorter distances, but inadequate for longer distances. Most gel products have insignificant amounts of sodium. To satisfy your needs in a hot event you can take sodium in different forms. The simplest is table salt (a pinch per hour). If an aid station has salt and boiled potatoes, you can dip a potato into the
Overhydration and Hyponatremia

Lulu Weschler
Lulu, a veteran of PBP and Team Furnace Creek, is physical therapist, ultra cyclist and regular contributor to UltraCycling Every death, and every serious case of hyponatremia during or after exercise thus far reported has involved over-hydration. To be sure, you lose sodium during exercise (see the articles by Susan Barr and Kevin Setnes & Karl King), but by far the dominant factor in exercise-related hyponatremia is over-hydration. Hyponatremia means that the number you get when you divide the amount of sodium by the volume of blood plasma is too small. This number is called plasma sodium concentration. (Hypomeans too small; -natremia means sodium status.) Theoretically, there are two ways to make this number too small: by decreasing the amount of sodium or by increasing the volume. In all cases of exercise-related hyponatremia, the volume being too large caused the hyponatremia, not the amount of sodium being too small. Note that with over-hydration, you arent washing out the sodium; rather, you are diluting the sodium. When the dilute blood gets to the brain, it seeps into brain cells and causes swelling. In hyponatremia deaths, brain swelling is the killer. Take seriously any sign that you are putting on water weight during a long ride. Weighing yourself before and after a ride is a good way to sort out your hydration needs. You should never finish with a weight higher than when you started. Other signs of over-hydration include evidence of bloating: puffiness in the hands or feet (at the sock line, watch, rings) or short line, boggy feeling flesh at the ankles, headache
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(especially noticeable when you ride on a bumpy road), looking like and/or feeling like the Michelin Man. Since it is brain swelling that kills, signs of weight gain plus any change in mental status (confusion, memory loss, disorientation) or any neurological symptom (incoordination, speech slurring) give a presumptive diagnosis of hyponatremia and represent a dire medical emergency. One other warning sign: nausea and vomiting are very often seen early in the development of hyponatremia. What to do? Stop drinking. What you want to have happen is urination to dump the fluid overload. Paradoxically, ingesting some salt could
help get urination started. Hence, you may want to ingest some concentrated salt. The recipe used by the Medical Staff at the Boston Marathon uses concentrated bouillon, one bouillon cube per one ounce of water. This is the one exception to the no-drinking rule: use a very small amount of water as a delivery vehicle for salt. Other remedies include V-8 or tomato juice to which you can add salt. Improvise ways to get some salt in. Then wait eagerly for urination to commence. Do not drink any sports drink: the concentration of sodium in sports drinks is too low, and the additional fluid will make the water overload worse. Do not resume drinking until you are certain that you have gotten rid of the overload of water.
Cold Weather Training Can Be Costly

How cold weather alters fluid and nutritional requirements during exercise. by Edmund R. Burke, Ph.D.
Ed was a life member of the UMCA and a sports scientist specialing in the physiology of cycling. When one studies the animal kingdom, one finds that humans may be described as warm-weather, tropical animals who neither adapt or tolerate cold weather. As we know, however, humans still must work and exercise in such environments. In order to cycle effectively outdoors in the winter and early spring, you need to know how cold affects you and whether it alters your fluid and nutritional requirements during exercise. While cycling, your body is generating 8 to 12 times the heat it would while at rest, which is more than enough to maintain your body temperature in the cold. Under most circumstances when you are dressed properly cold weather has little or no effect on your body temperature because your energy production overrides the cold temperatures and wind chill. Some cyclists who exercise in the cold have higher caloric needs. Scientists have found that this is primarily due to the various cycling conditions encountered and amount and type of clothing and shoes worn. For example, riding a heavier bicycle and the added rolling resistance of riding on trails or in the snow and heavier shoes will increase your energy cost. In addition, there is an increase in energy needs due to the use of heavier shoes and more clothing. Simply adding an additional 100 to 200 grams to each shoe causes a one percent increase in oxygen consumption during cycling. While there is no need to significantly increase your caloric intake during cold weather, you may want to consider taking in a small snack before your ride. Once you begin digesting the food this will add some heat to your body by metabolism and help keep you warm.
There are three times when a cyclist should drink in the winter: when he is thirsty, when he isnt thirsty, and in between.
As in the summer your fluid replacement needs are crucial to your performance while training. While in the summer you lose a tremendous amount of fluids through sweating, in the winter you lose more fluids while breathing cold air, which must be warmed and moistened in your throat and lungs. As you exhale, you lose lots of water, which is why you can see your breath during heavy exercise. The humidity content of cold air is much less than warm air. This is why your throat feels much drier in the winter. If a person is active under these cold, dry conditions, the amount of moisture lost through respiration increases significantly and must be replaced. It is essential to keep up with this loss,
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with frequent fluid replacement during the day and while cycling, if possible. In addition, you lose more water through increased urine production in the cold, which is called cold dieresis. As in the summer, winter dehydration can lead to fatigue, which will affect your ability to train or compete at your optimum. And as in the summer, a decrease in your blood volume caused by sweating and insensible water loss from breathing means less blood flow to your skin and extremities. This will lead to a more rapid cooling of your body and possible increase in susceptibility to hypothermia and/or frostbite. Fluid temperature is also a concern to many while exercising. A liter of water heated to 130 degrees Fahrenheit, about as warm as you can drink, would provide approximately 18 kcal of heat to an individual. A liter of water at near freezing would absorb about 35 kcal of energy to heat it up to your normal body temperature. From this you can see that drinking warm water will add very little energy to your body, while drinking cold water can rob your body of calories. There is the thirst quenching aspect of cold water that makes it appealing during exercise. With the adequate heat production during exercise, the intake of cold water will do you no harm. If you are feeling chilled, it would be best to avoid a
further caloric drain, but if the choice is between cold water and no water, drink the cold water. When cycling carry your water under your jacket and close to your body to keep it from getting too cold. A CamelBak drinking system may be advantageous during winter cycling or skiing, since it can be worn under a training jacket. As with summer, use energy drinks that contain carbohydrate because they will do double duty, replacing carbohydrate and fluid. Remember to drink 8 to 12 ounces before your ride and 4 to 8 ounces every 15 to 20 minutes during your ride or ski. Avoid drinks containing caffeine and alcohol because they speed up dehydration by promoting urine production. Alcohol also decreases glucose output by the liver in the cold and speeds heat loss by dilating your skins blood vessels. Roughly speaking, there are three times when a cyclist in training in the winter should drink: when he is thirsty, when he isnt thirsty, and in between. Lastly, if youre prone to exercise-induced asthma cold, dry air can precipitate an attack. A lightweight scarf or ski mask pulled loosely in front of your mouth can help warm incoming air. With proper precautions and hydration winter will not leave you lukewarm about training.
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Tips on Technique: Cadence

by Pete Penseyres
Pete Penseyres won the Race Across America twice (1984 and 1986), holds the RAAM mens average speed record of 15.40 mph (1986), with Lon Haldeman holds the tandem transcontinental record (1987, 7d 14h 55m), was a member of Team Lightening that won HPV RAAM (1989, 5d 1h 8m), was a member of Team Bicycling which set the 50+ RAAM record (1996, 5d 11h 21m and is a national champion road racer. Low cadence is synonymous with many ultra riders. If this shoe fits and you would prefer that it didnt, or if you would just like to get comfortable over a wider range of RPMs, then this column will provide you with some suggested drills to help you spin like a pro. Your knees will be happier at higher cadences, since you can produce more power and speed with less leg force. Even if you have never had knee trouble, higher cadences increase your chances of not ever dealing with knee problems. Tandem riders are likely to have more potential riding partners if they can be comfortable over a wider range of RPMs. Consider the fun you will miss if you ever find yourself in one of those extremely rare situations with a raging tailwind and you cant spin fast enough to take advantage of it. In my case, this occurred during the 1989 HPV Team RAAM on the I-10 frontage road leading from Banning to Palm Springs. This section is downhill and the winds were at least 30 to 40 MPH. I dont spin as well in the recumbent position and the best I could do was spin up to 55 MPH and then coast until my speed dropped below 50 MPH, then repeat. Our gearing was 56x11, so I will leave it to you to figure out what cadence that speed required. Whatever it was, I wished that I had worked on spinning faster before the race. Since it is still winter in most parts of the country, these drills are provided for use on a stationary trainer. You can do some of these things on the road, but they are all easier and safer to do indoors. You will need to have a cadence indicator on your bike. The first two of these drills are done with minimal resistance on the trainer and are great recovery day workouts. One good exercise is to start at 90 RPM for one minute, then increase by 10 RPM each minute until you start to lose form and bounce on the seat. You should eventually be able to spin smoothly at 130 RPM or more. You will probably notice that it is much easier to stay smooth and reach your highest cadence if you slide forward on the saddle. Think small circles and concentrate on pulling through the bottom of the pedal stroke, then back and up. The down stroke takes care of itself, so you can focus primarily on the other parts of the circle.
Your knees will be happier at higher cadences, since you can produce more power and speed with less leg force.
Another fun exercise is to sprint out of the saddle to get the RPMs as high as you can very quickly. When you cant get any more leg speed while standing, gently lower yourself onto the nose of the saddle and try to increase RPMs as high as you can as quickly as you can. You should eventually be able to reach 170 RPM or more during this drill. You can repeat either of these two drills several times during each session since they are not power exercises, but neuromuscular. Yet another technique that is best done on an indoor trainer is to pedal with only one leg at a time against light to moderate resistance. You will need a pair of boxes or benches to rest the non-spinning leg on. Try to maintain 90 RPM or more for one minute with each leg, then use both legs for a minute and repeat several times. This forces you to apply force all the way around and bring your hip flexors into use. You may feel them complain after this workout, which should encourage you to continue, since those muscles are important to maintain a smooth pedal stroke. If one minute is easy or becomes easy with practice, increase the time spent with each leg by another minute, until you reach five minutes per leg. Keep the recovery phase using both legs to one minute, then repeat. You can do these for up to an hour if your muscles adapt to the exercise. This is the hardest of the three exercises, but keep at it and I can practically guarantee that this one will help you the most.
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Tips on Technique: Pacelines

by Pete Penseyres
Although drafting other riders is not permitted in solo RAAM and some other UMCA events, it is still an important arrow in the quiver of ultra cyclists. Drafting and repeatedly rotating to the front of a paceline can be very effective in simulating interval training, which increases our efficiency and cruising speed. Not very many of us enjoy grinding into a headwind on a long day in the saddle. Rotating pacelines are especially effective in conditions like this. They can turn a long, lonely day into a memorable team effort. There is the sheer joy of flying down the road with a group, going faster than any of us could go alone. Riding a smooth and efficient paceline is the most fun you can have on a bike. Part of the reason some of us enjoy pacelines is that there are risks associated with riding so close together. Reaction times are too slow to avoid disaster if someone makes an unexpected move. When we safely overcome these risks, the joy is heightened. the riders. When you pull over maintain the same effort level until you are clear of the rider behind you, then slow down. Many riders who are new to pacelines continue at the same speed, forcing the faster line to accelerate. If the weakest rider in the line is already at his/her limit, then the group will split. The weakest rider always sets the group speed limit. Everyone else must throttle back his or her effort to keep the group together. If you have five or fewer riders, it is usually best to use a single line. When you have 6 to 10 riders, it is usually best to split into two lines that rotate the lead continuously. Any more than five riders in a single line usually has trouble with the inevitable surging (rubber band effect) that takes place at the back of the line. When you are at the front of the group, watch the road and traffic to anticipate and clearly communicate any changes in direction or speed before those changes are necessary. When you are at the front and start a climb or descent, maintain the same effort you would on flat ground. You will decelerate slowly as you start a climb or accelerate slowly as you start a descent.
Riding a smooth and efficient paceline is the most fun you can have on a bike.
The best way to learn how to participate in pacelines is to receive in-person instructions before you straddle your bike. Many local clubs, especially racing teams, provide this kind of training. Until then, here are some guidelines that should help. If you are passed by a rotating paceline and want to join in, first observe them for a few minutes from the rear. If they appear safe, then ask permission to join before jumping into the line. Do everything the same way they are. If you dont like what they are doing, then dont get in! Once you are in a paceline, concentrate on riding smoothly in a straight line to avoid collisions with other riders. When you are at the front, your effort level must increase, but you should not accelerate or decelerate. Let other riders know when you are pulling off. You can do this verbally and/or with some kind of signal that has been agreed upon by
At the front of the group, watch the road and traffic to anticipate and communicate any changes in direction or speed.
In a paceline with a crosswind, always rotate into the wind. This minimizes the potential for wheel overlap. It is also more efficient. The faster line of riders is protected from the wind by the slower line. The speed difference should only be 1/2 MPH; thats the key to keeping the group working smoothly. Also, the lead rider is protected the entire time he/she is in the faster line and should be able to give that necessary extra effort at the front to maximize the speed of the group. If you need to drink, eat, change clothes or do anything else that could affect your speed or attention, do these things at the back where any movements you make will not affect anyone behind you.
More tips at www.RoadBikeRider.com

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Clues for Climbing in Ultra Rides

by Ed Pavelka & John Hughes
Ed Pavelka, a member of the record-setting Bicycling magazine 50+ RAAM team in 1996, coached at the PAC Tour Endurance Training Camp. The evening before the 2,000' climb to Globe, AZ, he led a clinic on climbing in ultra rides. Climbing is primarily a function of a riders power-to-weight ratio. Power comes from conditioning: laying a good base in the spring and then building aerobic capacity and leg strength through a progressive intensity program. Maximum oxygen uptake and power output can be improved; however, they are primarily determined by genetics. Body weight is also largely the result of genetics, which can be modified by training and diet. However, each of us is endowed with a certain frame and body type. Ed is a big man 64" and 185 pounds. For years he lived in southeastern Pennsylvania, which is beautiful riding country with many 500-foot climbs. Although he is a wellconditioned athlete, with his mass he had to learn good climbing technique. Ed has honed his skills in brevets, PBP, PAC Tour, and Team RAAM. During one year in which he recorded every ride with an Avocet 50 altimeter, he totaled 796,000 vertical feet. Here are his suggestions on how to climb more effectively in ultra events: Even if you cant quite convince yourself to love hills, dont hate them. Sure, hills dole out plenty of hurt, pain and agony, but there is no better way to gain strength and power than with frequent climbing. Just as important, the more hills you ride in training, the less youll fear them events. Tough climbs can even become your psychological advantage. use a lower gear than you may actually need during the first half of a hill. This will save your legs and eliminate the risk of going anaerobic. Then, as you get closer to the top, you have the option of shifting up to maintain or even increase speed.
Fit your bike with low gears. The recently

retired Ron Kiefel, who was powerful enough to finish seven Tours de France, now rides Colorados Front Range with a 39x26 low. Consider using triple chainrings to get bailout gears that are particularly helpful for energy conservation on ultra rides.
The more hills you ride in training, the less youll fear them events.
Slide toward the rear of the saddle when you
climb, thus lengthening the effective seat tube and bringing into play your very strong gluteal muscles. As these muscles fatigue, slide toward the front of the seat and use your quadriceps more. Go back and forth on extended climbs.
Most riders climb more efficiently in the

saddle. If you stand, your heart rate will rise by about five beats per minute for the same climbing speed. Learn to climb steadily in the saddle.
On long hills standing occasionally allows

you to accentuate different muscles. Standing also helps to relax your back and shoulders, which may tighten from the stress of seated climbing. When standing you can use body weight to power the pedals, but you cant ride with as high a cadence. To maintain your speed, shift the next smaller cog as you leave the saddle. Dont lean too far forward when standing. This slows you by grinding the front tire into the pavement. Keep your body centered, grip the brake lever hoods, and sway the bike about six inches to each side in synch with your pedal stokes. Dont exaggerate this
Hills dole out hurt, pain and agony, but there is no better way to gain strength and power than with frequent climbing.
Pace and rhythm are the keys to climbing well.
Apportion your strength and effort to the size of the hill.
Riding at a higher cadence in a lower gear will

help your legs find their rhythm as you begin a hill. However, dont shift down too soon, which will steal your momentum. Let your legs tell you when to shift. A good rule is to
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motion and waste energy, just establish a rhythm.
Focus on staying relaxed both in- and out-ofthe-saddle. Avoid hunching your shoulders, tensing your arms and hands, or clenching your jaw.
Breathe deeply and rhythmically rather than

panting. Concentrate on expiring forcefully and completely, letting your lungs refill passively. Do this in synch with your pedal strokes. If a climb eases briefly, maintain your deep breathing to recover and be ready for the next pitch.
But if you climb the hill at 10 mph and then pedal hard to descend at 40 mph, it will take you 37:30 to cover the 10 miles. If you climb harder (but not anaerobically) at 12 mph and then tuck and coast down at 35 mph, it will only take you 33:36. This savings of almost four minutes is worth 1.2 miles if youre averaging 18 mph on the ride. As you rest on long descents, turn the pedals slowly so your legs dont stiffen.
Finally, finish the hill. Youre hurting, so its

tempting to let up when the top comes into view, but you will lose lots of time if you do. Remember that a climb does not end until gravity begins to accelerate your speed. Keep pushing. When racing, you may even shift up one gear to build speed across the top for the descent. To climb effectively in ultra events such as BMB and PBP you need to find the right pace and rhythm to make hills work for you during several long days of riding.
Heres a great tip from Pete Penseyres thatll

help you make time on a hilly course: climb as fast as possible without going anaerobic. (Once you cross your anaerobic threshold in a long event, you may never recover to your previous energy level.) Heres an example of how this works. Assume that you have a five mile climb followed by a five mile descent. You might think its better to go up easy, then blast down the other side with gravitys help.
Tips on Technique: Descending

by Pete Penseyres
Great descending skills will rarely help you win an ultra event, but can help you peg your Fun Meter. Caution: Developing and employing these skills can increase your risk of a serious crash. All but one of my serious crashes have occurred while descending. There are two basic kinds of descents, technical and non-technical. Technical descents are twisting and require braking to negotiate the corners. Nontechnical descents are straight enough that no braking is required to stay on the road. Non-technical descents generally require only one skill, the ability to spin very fast while in an aerodynamic position so that speed is not limited by your gearing. If you are limited by cadence, practice the drills discussed earlier. Speed may also be limited by the fear factor. Most of us have some speed above which we are not comfortable, no matter how straight and safe the road is. That speed varies depending on the individual, his or her confidence in the equipment (especially tires), the amount of life insurance he or she carries, and many other factors, perhaps including the number of remaining active brain cells. Below this limit is the Comfort Zone.
Descending skills can help you peg your Fun Meter but also increase your risk of a serious crash.
My Comfort Zone is usually very high. It goes down a bit after each serious crash, then seems to creep back up again after I heal. For example, I was once comfortable going down the hill we live on at 65 MPH in a streamlined recumbent. Then one day I blew a front tire and went down, breaking some ribs and gaining some still visible scars. I used the brakes for weeks to keep my speed under 60 MPH. Technical descents can actually be safer and push the upper limits of your fun meter. Speeds in the turns are lower and the skills involved are far more complex, resulting in greater risks and rewards from negotiating the descent safely and
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quickly. The techniques I currently use are based on the counter-steering method, which is taught at the Carpenter-Phinney Bike Camps. Start a descent with your hands in the drops, with one or two fingers lightly resting on the brake levers. Slide back on the seat for improved aerodynamics and weight distribution. As you approach a turn, make sure there is no overtaking traffic, then set up your line to straighten the turn as much as you can within your traffic lane, while still leaving some room on both sides in case you need to avoid a road hazard. Set up a right hand turn to start near the center of the road, cross to the inside of the lane at the apex, and come back out to the center as you leave the turn. Brake to stay within your Comfort Zone before you start the turn. Once into the turn you should stay off the brakes. Just before you start the turn, rotate your inside pedal up (by pedaling forward) and push down on your outside pedal. Next, initiate the counter-steering by bringing your inside knee against the top tube. This will rotate your hips to the outside of the turn. Press your outside inner thigh against the saddle, to push the bike down. At the same time, gently pull up with your outside hand (or push down slightly with your inside hand. This will cause your bike to
lean quickly into the turn while you stay more upright with your head over the front axle, eyes looking forward and through the turn. One of the advantages of the counter-steering method is that you can change your line very quickly if you need to avoid road hazards. Simply release your pull on the outside of the bar (or your push on the inside) to straighten up and go around the outside of the hazard. Once past the road hazard, simply reverse the forces applied with your hands to lean your bike back into the turn again. If you are well within your Comfort Zone, you can pull up more on the outside handlebar (or push down on the inside bar) to increase your lean and dive around the inside of the hazard. The keys to employing these techniques safely are to stay within your Comfort Zone and continue to practice. One good way to practice is to use a deserted parking lot and a slalom course marked with water bottles. The upper limit of your Comfort Zone should slowly increase as you become more proficient. Eventually, you will be able to peg your fun meter as you carve safely and smoothly through turns on the most wicked descents.
The Insight Race Across America is an obsession unlike any other. Three thousand miles from San Diego to Atlantic City. Solo riders will start Sunday, June 11; team riders will start Tuesday, June 13.
Time Stations
Volunteer to help at a Time Station and watch the race. Contact Robert Giacin: rg_class@hotmail.com (785) 418-5901.
www.raceacrossamerica.org
56
Recovery for Long-Distance Cyclists, Part 1

Nutrition for optimal muscle recovery by Ed Burke, Ph.D. & John Hughes
Long-distance cyclists love to ride all day and then get up the next morning to ride many more miles. Long-distance cyclists, because of all the miles on the bike, place more stress on their bodies than most athletes. At the same time endurance cyclists have less time to recover than riders doing shorter events. How can long-distance cyclists optimize recovery in the time available? This two-part article will cover: a) sports nutrition for optimal muscle recovery, applied to typical long-distance events, and b) non-nutritional aids for recovery, such as massage. sodium / 8 oz. At a minimum, drink at least 8 oz. every 15 minutes during the ride, more if its hot and/or you are riding hard. Which drink is best? The one that you like to drink, since most commercial drinks fall within these ranges for carbohydrate and sodium content.
Drinking plain water is not as effective in maintaining fluid balance as drinking a sports drink.
During the ride, try to drink enough so that your body weight is stable. That may not be possible in hot conditions and/or if you are riding hard. After the ride consume enough fluid to restore your body weight. Because plain water will satisfy thirst before the body is fully hydrated, your favorite sports drink is also the beverage of choice after a ride. Avoid carbonated drinks when you are thirsty; they may cause you to feel prematurely full before youve drunk enough. Ultra riders particularly need sodium. Each liter of sweat contains approximately 1 gm of sodium which must be replaced. Beverages with that much sodium taste awful, so youll need to supplement from other sources. Good sources include tomato juice, salty (low-fat) crackers and adding salt to your meals. 2) Replenishing muscle glycogen In long rides, the fuel and water available in your body are the factors that limit how fast you can ride. Fuel requirements vary widely for cyclists: a 125 lb. person cycling at 12 mph on level ground is burning about 300 calories/hr while a 175 lb. person riding at 18 mph is burning about 800 calories/hr. While some of the energy comes from fat, most of the energy comes from glucose circulating in the blood stream and glycogen stored in the liver and muscles. A rider can only store a few thousand calories of glycogen, which will be exhausted in a few hours. To prevent the bonk, long-distance cyclists should consume at least 300 calories every hour, and 4-500/hr if the rider is large and/or riding hard. When consuming this many calories while riding,
Nutrition For Recovery

A) Theory
Extensive research with endurance athletes shows that nutrition during rides and afterwards for recovery has four components: 1) Replenishing fluids and replacing electrolytes 2) Replacing muscle glycogen 3) Rebuilding muscle protein 4) Reducing muscle and immune-system stress. Well review the scientific recommendations for sports nutrition and then will apply them to longdistance touring and multi-day racing. 1) Replenishing fluids and replacing electrolytes Water is essential for regulating body temperature and cardiovascular function. As you sweat, you lose water and electrolytes, especially sodium. Dehydration of as little as 2% of your body weight will impair performance and more serious dehydration is one of the leading causes of DNFs. Studies show that drinking plain water is not as effective in maintaining fluid balance as a sports drink. The carbohydrate and sodium in a sports drink work together to increase water absorption in the intestinal wall and the sodium in the drink stimulates thirst, so you drink more. Fluid and electrolyte maintenance starts on the bike. During any ride of more than an hour, you should consume plenty of sports drink. A good sports drink contains 14 - 19 grams of carbs / 8 oz. (6-8% concentration) and at least 50 to 75 mg. of
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the calories should be easily digestible: sports drinks, gels, bars, fruit, liquid meal replacements, etc. During long, hard rides it is difficult to eat enough on the bike to match the caloric expenditure. It is important to after the ride to replenish glycogen stores. Studies have shown that riders who consume carbohydrates within two hours after a ride replenish glycogen stores more completely. Consuming some protein with the carbohydrates may increases glycogen replacement by 30%. The optimum recovery ratio appears to be four grams of carbohydrate to one gram of protein. Eating too much protein will delay gastric emptying, as will eating fat.
3) Rebuilding muscle protein Rebuilding muscle protein is important for two reasons. First, hard training damages muscle cells. Protein is required for the growth, maintenance and repair of muscle cells. Second, during hard exercise if your glycogen stores fall too low, your body may derive up to 10% of its energy from protein. The branch chain amino acids (BCAAs) isoleucine, leucine, and valine can take the place of glucose in the production of energy. However, using protein for energy is not desirable because amino acids that would have been available for muscle repair are diverted for energy. Further, when the level of BCAAs drops, then tryptophan can enter the brain, causing central nervous system fatigue, i.e., sleepiness. Supplementing with BCAAs may improve performance and delay the onset of central fatigue. Athletes in heavy training do not need lots of protein. Consuming 1.2 - 1.6 grams protein / day / lb. of body weight should meet cellular repair and energy needs. A 125 lb. rider should eat 150 200 grams of protein per day, while a 175 lb. rider should consume 210 - 280 grams. 4) Reducing muscle and immune-system stress. Prolonged exercise may produce sore muscles and make you more susceptible to colds, etc. Free radicals are one of the sources of muscle soreness. A free radical is highly unstable molecule that is short one electron. The harder and longer you exercise, the more you become an ultra generator of free radicals. Free radicals can damage muscle cells and mitochondria and are one of the causes of muscle inflammation and soreness. Research has shown that supplementing with vitamin C can reduce free-radical generation and help to prevent muscle and immune-system damage. Vitamin C also aids in the production of anti-stress hormones and is required for tissue growth and repair. Many researchers recommend 250 - 2500 mg /day. Both the natural and synthetic forms of vitamin C are easily absorbed. Vitamin E prevents damage to cell membranes by inhibiting the oxidation of phospholipids. It also improves circulation, relaxes leg cramps and helps repair tissues. Although the optimum intake has not been determined, consuming up to 1200 IU / day may be helpful. Buy the natural form of vitamin E, which is absorbed about twice
Riders who consume carbohydrates within two hours after a ride replenish glycogen stores more completely.
During the first two hours after a ride, try to consume 1 gm of carbohydrate/lb. of body weight and some protein in the 4:1 ratio. For example, a 125 lb. cyclist should consume about 125 grams of carbohydrate and 31 grams of protein. A rider weighing 175 lbs should consume about 175 grams of carbohydrate and 44 grams of protein. One gram of carbohydrate yields four calories of energy; protein produces four calories; fat yields nine calories per gram. The 125 lb. cyclist should eat 500 calories of carbohydrates and 125 calories of protein after the ride. The 175 lb. cyclist should consume 700 calories of carbohydrates and 175 calories of protein within 60 minutes after getting off the bike. Select carbohydrates with a highglycemic index, which will cause your blood sugar to rise rapidly. Examples include bagels, baked potatoes, bread, crackers, glucose, honey, and sports drinks sweetened with sugar. Whether the carbohydrate is in solid or liquid form does not seem to be important for absorption. A healthy snack after you get off the bike will start the re-fueling process. Continue re-fueling with dinner, an evening snack and breakfast. These meals should provide 4-6 grams of carbohydrate / lb. of body weight. A 125 lb. rider exercising strenuously should consume 500 - 750 grams of carbohydrates (2,000 - 3,000 calories). A 175 lb. rider should eat 700 - 1050 grams of carbs (2800 4200 calories). The carbohydrates should total 65 70% of your intake, with 15% of the calories coming from protein and 15 - 20% from fat.
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as readily the synthetic. The amino acid glutamine is a source of energy for white blood cells and other immune cells. Glutamine is manufactured by the body; however, during heavy exercise (and other times of stress) glutamine concentrations in your body decrease significantly. Glutamine is in foods such as raw spinach and parsley; however, cooking destroys glutamine. Supplementing with glutamine may lessen the effects of overtraining. To be effective, the suggested dose is 8 to 20 grams / day. However, because glutamine is expensive some sports drinks only contain milligrams per serving. Ciwujia (Siberian ginseng) is a Chinese herb that stimulates the immune system. Subjects who took ciwujia had few colds during the winter Ciwujia also reduces heart rate during exercise. The reduction in heart rate means that at the same workload, muscle stress is reduced. Studies have also shown that taking ciwujia increases fat metabolism and spares muscle glycogen.
consuming enough calories at dinner without feeling bloated. The result may be growing fatigue due to progressive glycogen depletion on successive days. Try eating four smaller meals. During the first two hours after you finish:
Drink plenty of sports drink. Stay away from

the sodas, which may cause you to feel full before youre completely rehydrated.
Eat 500 - 1000 calories, predominantly

carbohydrates but with some protein. Many riders carry a powdered supplement such as Endurox R4 or Sustained Energy in their gear bags to mix at the end of the day.
Eat salty, low-fat foods such as pretzels.

At dinner consume 65 - 70% of your calories from carbohydrates, 15% in protein and 15-20% in fat:
Start with the salad bar for extra carbs. In addition to your main course, order pasta
or a potato on the side.
B) Practice
Nutrition and recovery for long-distance cyclists is really pretty simple. Ultra events are alternating periods of riding and recovery. On multi-day tours, you may ride eight hours and recover 16 hours, while during RAAM youll ride 21 hours and recover three hours. The principles are the same; for optimum performance:
Use the salt shaker. Enjoy dessert.

In your room:
Have a snack before going to bed. Keep a bottle of sports drink by the bed to
drink when you get up to pee. If you are adequately hydrated, you should get up a couple of times each night to pee.
calories in = calories burned water in = water out electrolytes in = electrolytes out

Either on the bike or afterwards. 1) On the bike The less depleted you are when you stop riding, the less you have to recover. During the day, try to maintain adequate intakes of calories, fluids and sodium. During the last hour, instead of hammering in, slow down and start the recovery process:
Take your anti-oxidants before you go to bed.

Although for many of us, its hard to get up in the morning and eat right away, dont skip breakfast:
Practice going to bed earlier and getting up

early enough to eat a good breakfast before your long training rides.
Learn what foods work for you. If you have

trouble chewing and digesting heavy food, try drinking several glasses of juice and eating a couple of yogurts.
Drink extra sports drink; arrive at the finish

with your bottle(s) or CamelBak empty!
Leave the motel with bottles full of sports

drink and food in your pockets. Start eating and drinking during the first hour on the bike; dont wait until the first rest stop. 3) On a multi-day event, such as a 1200 km Before the event:
Increase your calories; if youve been drinking

one bottle of food per hour, drink two.
Slow down allowing your muscles to relax, so

that they will recover more quickly during your rest break, however short it is. 2) During multi-day rides When riding back-to-back weekend centuries, or at camps or on tours, many riders have trouble
Know what your calorie, water and sodium

requirements are per hour under the expected conditions.
Plan how much you will consume on the bike.
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Practice carrying, eating and drinking this much food and sports drink during training rides, so that consumption is habitual.
for a 4:1 ratio of carbohydrates to protein. Your legs will feel much better when you get up.
Plan how much you will eat and drink in the

controls. Time spent eating in controls is time not spent riding or sleeping. One strategy is to stop for a meal every third or fourth control and grab plenty of pocket food at the other controls. Another option is to pack liquid meal replacements in your drop bags, for quick hits of calories while you are organizing your gear. On the bike:
Drink less sports drink during your last hour

on the bike. If you only get a few hours for sleep, you dont want to get up to pee!
Similarly, avoid caffeine in the evening unless

absolutely necessary to ride safely.
When you get up, try to consume at least 500

calories before getting on the bike.
Start with full bottles and pockets and start

eating during the first hour.
Eat and drink by your watch; every hour check

whether youve met your nutritional targets.
Because its important to consume a lot of

calories in a short time before and after a sleep break, liquid meal replacements can be advantageous. Peak performance requires pushing your body hard and allowing time for recovery to repair muscle damage and rebuild energy stores. In the this article weve described how consuming enough water and electrolytes, carbohydrates, and protein at the right times can improve your recovery. For more information see Ed Burkes book Optimal Muscle Recovery (Avery Publications, 1999). Part II covers massage, stretching, icing and other recovery techniques.
Pay attention to your speed and mood; if

either falls, you need to eat and drink more.
If you have a crew, ask them to track your

consumption and nag you if necessary. Sleep breaks are the only real recovery you get, so you want to take maximum advantage:
Consume at least 1000 calories of carbohydrates and small amounts of protein and/or fat just before your sleep break. Eat what you can on the bike in the last hour of riding and eat the rest at the control. As noted above, try
Recovery for Long-Distance Cyclists, Part 2

Non-nutrition aids for optimal muscle recovery by Ed Burke, Ph.D. and John Hughes
Long-distance cyclists place great demands on our bodies. And we love it! But it comes with an ouch factorfatigue and muscle soreness. One of the keys to our sport is effective recovery getting over the ouchwhether we are participating in the UMCA Mileage Challenge, taking a multi-day tour, or riding a randonne. In part one we reviewed nutrition for optimal muscle recovery:
Reduce inflammation Improve circulation Remove waste products

The primary causes of muscle soreness are: Mechanical damage: When you over-load your muscles, either by significantly increasing the amount you ride or by riding much harder, the result may be microscopic tears in your muscle fibers. Over the next 24 hours after the ride, the muscles may become inflamed. There may be increased blood flow to the muscles to help repair the damage. When you try to move your stiff muscles the next morningouch! This article will describe various ways of treating mechanical damage and the resulting ouch factor. Free-radical damage: As discussed in the first part free radicals are one of the sources of muscle
Replenishing fluids and replacing electrolytes Replacing muscle glycogen Rebuilding muscle protein Reducing muscle and immune-system stress
In part two, we discuss non-nutritional aids to recovery to:
Relieve muscle soreness Promote muscle repair and growth
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soreness. A free radical is highly unstable molecule that is short one electron. The harder and longer you exercise, the more you become an ultra generator of free radicals. Free radicals can damage muscle cells and mitochondria and are one of the causes of muscle inflamation and soreness. Taking antioxidants such as Vitamin C and E can help to reduce post exercise muscle soreness. The cortisol response: When the body is under stress, the adrenal glands release cortisol to help mobilize energy. When you train hard, cortisol will increase the rate at which protein in the muscles is broken down for energy. Cortisol will also impede the transport of amino acids to the muscles, instead the amino acids will go to the liver to be metabolized for energy. In part one we recommend eating recommend eating sufficient carbohydrates during and after exercise, which will stimulates the production of insulin and reduce the cortisol response. Much of the muscle soreness can be relieved through gentle movement. The day after a hard ride, going for a 60 minute spin, swim or walk, will loosen tight muscles and improve the circulation. The healing can be accelerated by more direct techniques such as massage and stretching.
to-be working muscles. Stretching afterwards helps to remove waste products and to speed the re-fueling of the muscles. There are several types of stretching. A stretch held passively is called a static stretch and is more effective and safer than ballistic stretching, which uses a bouncing motion. Stretch slowly, hold the stretch for 15 to 30 seconds, and breathe. With each exhalation, relax and stretch more fully. Dont stretch until it hurts; the pain will cause your muscles to tighten. If you are short of time, stretching for only five minutes yields much of the benefit of a longer session. If you only stretch once, stretch after your workout, when your muscles are warm. Recommended Stretching: These simple stretches, done at a rest stop or after a workout, will loosen you up and relieve pain. Overhead: Interweave your fingers, reach overhead and push your palms toward the sky. Stretch and imagine your spine elongating. Cat: On your hands and knees, slowly arch your back up and roll your head forward and chin down toward chest. Starting with your pelvis, slowly reverse, pushing abdomen toward floor and finally rolling your head back slowly. Repeat three times. You can also arch and lower your back on the bike to loosen up after climbing. Back rotation: Sit with your left leg extended on floor. Bend your right leg and place your right foot flat on the floor on the left side of your left knee. Place your right hand on floor behind you, wrap your left arm around your right knee, and rotate your trunk to the right. Repeat to right side. You can also do this standing with both feet on the ground, straddling the bike. Rotate to the right, grab your seat with your right hand and your stem with your left hand. Then reverse. Quadriceps: Lie on your left side with your left leg slightly bent. Bend your right leg until you can hold your right ankle with your right hand. Keep your pelvis forward and gently pull your foot toward your butt until you feel your quad stretch. Repeat with the other leg. Hip flexor: Kneel with your left knee on the floor and your right foot flat on the floor in front of your body. (Right knee and hip should be at right angles). Push your pelvis forward and you should feel a nice stretch in the left hip flexor/ quadriceps. Repeat with other leg.
Massage
Dr. Andy Pruitt, director of the Boulder Center for Sports Medicine, recommends that serious cyclists receive massage at least every two weeks. Massage improves the circulation of bodily fluids and prevents blood from pooling in the muscles capillaries. The improved circulation enhances the exchange of nutrients and waste products between the muscles and the blood. Massage also reduces swelling and stretches sore muscles. We dont all have access to (or the budget for) professional massage; however, self-massage is quite practical. See the next article, Josh Simonds excellent howto article on Self Massage. If a muscle is injured (rather than just sore), deep massage is not recommend for 48 - 72 hours. The signs of injury include deep muscle trauma, pain, road rash swelling and warmth, and tendinitis.
Stretching
As we ride, our muscles tighten and then start to hurt. We can alleviate this by stretching before and/or after each ride. Stretching beforehand will start to warm the muscles, improve the circulation, and increase the supply of nutrients to the soon-
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Hamstrings: Lying on your back, bend your left knee so that your foot is flat on the floor. Hook a towel over your right foot. Hold on to the ends of the towel and lift your right leg up toward the ceiling, keeping the knee joint straight. Use the towel to pull your foot over your head until you feel a gentle stretch in your hamstring. Repeat with other leg. Gluteals: Lying on your back, bend your left knee so that your foot is flat on the floor. Bend your right knee outward and rest your ankle on your left knee. Grasp your left thigh with both hands and pull it slightly toward your chest. Youll feel a stretch in your right glute. Repeat with other leg. Groin: Sit with your knees bent about 90 degrees out to the side and the soles of your feet pressed together. Bend forward at the hips (not the lower back) and youll feel a stretch in your groin. Achilles: Stand with your left leg straight and your foot several feet away from a wall. Slowly lean toward the wall to stretch the left Achilles. Repeat with right leg. Calves: Stand with your left leg bent about 20 degrees at the knee and your foot several feet away from a wall. Slowly lean toward the wall to stretch the soleus muscle. Repeat with right leg.
Applying ice can reduce the risk of injury. If you have knee problems, applying ice to your knees after each hard ride can reduce inflammation so that the knees move smoothly during the next ride, rather than grating and causing injury. If you have an acute injury, Lulu Weschler recommends applying ice up to three times a day: in the morning, in the afternoon (especially right after a ride), and before going to bed. She suggests that alternating cold (<70 F) and heat (104106 F) may be effective. You could ice your knees, soak briefly in the hot tub, and ice again. Or alternate applying an ice pack and a hot pad. Start and finish with cold; let your body determine the length of each cycle. (Care and Repair of the IT Band, UltraCycling, v. 9 #5, p. 40.) A physician may also recommend taking a nonsteroidal anti-inflammatory drug (NSAISD) such as ibuprofen to reduce inflammation. How to Ice: The most effective way to ice is to put a bucket of cubes into a wet bath towel. If you wet the towel with hot water, it wont be such a shock when you apply it to the skin. Fold the towel over the top, so that only one layer of towel is between the ice and the injured part. The wet towel will transmit the cold quickly and chill the injury more effectively than putting ice in a plastic bag. If youre going to be icing a lot, then buy something like a Colpack which is filled with a slimey looking stuff and is re-usable. Put a wet towel between it and the skin, and ace-wrap it on. You may also rub a chunk of ice directly on the injured part for 5-10 minutes. Water frozen in a paper cup works well. Tear some of the paper away from the ice so that the cup looks like an ice cream cone and hold the cone to apply the ice.
Heat
Gentle exercise, massage, and stretching are all active techniques to warm the muscles and increase the blood flow, which will speed the removal of waste products and the replenishing of nutrients. Applying heat is a passive technique to achieve some of the same benefits. Soaking in a hot bath, sitting in a hot tub or relaxing in a sauna can help relieve tight muscles as well as relaxing you for a good nights sleep. If you seek heat, take a water bottle with you; you dont want to get dehydrated! If you have inflammation (swelling), and not just sore legs, then heat is not recommended. It would increase the blood flow to the legs, rather than reducing swelling.
Elevating the Legs

Another way to reduce inflammation is to elevate the legs, which will help the blood flow to the core of the body. For example, lie on the floor with your calves resting on a gear bag, so that the legs are supported and the knees are not hyperextended and you can do this while icing. A more aggressive regimen is to do three gentle stretches while elevating the legs. Start by lying on your right side with your buttocks against the wall and your legs extending extended along the wall. Roll over onto your back, keeping your buttocks pressed against the wall and extend your
Icing
For inflammation, the most effective treatment is to apply ice to the affected part for 15-20 minutes. If you apply ice for less time, you wont chill the area enough to reduce the inflammation. If you apply ice much longer, the body may send blood to the affected area to prevent freezing, which will increase rather than reduce the swelling.
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legs up the wall. Hold for about five minutes while gently stretching your hamstrings and gluteals. Bend your knees 90 degrees and roll them outward toward the wall and let the soles of your feet come together. Hold for about five minutes while gently stretching your groin muscles. Finally, straighten your legs and then let each leg fall gently toward the outside, so that your legs form a V. Hold for about five minutes.
Before dinner stretch for a few minutes and

after dinner take a short walk for ice cream!
If you have any particularly sore areas, swap

massages with your roommate and then apply ice while watching the Weather Channel. On a 1200 km randonne:
Stretch your upper body on the bike. Learn to multi-task: stretch while standing in
line for food and ice your knees while eating your pre-sleep snack.
Applications
We dont have time to apply all of these techniques after each ride, nor do we need to. Applying these techniques selectively can speed recovery and reduce the ouch factor. Here are some suggestions: During regular training:
If you need to take a power nap, lie down

with your feet above your head.
Get (or give yourself) a massage just before

your sleep break, to speed recovery.
Ice any potential problem areas, like the

knees, every night. Injured areas can be iced three times a daythe quickest method is to rub a chunk of ice directly on the injury for 510 minutes. If you cant get ice, not to worry: use anything cool, e.g., cold water from a spigot or hose, a cold soda bottle etc.
Take a few minutes most days to stretch which

will increase your comfort on the bike.
After a hard ride, gently massage your legs to

improve the circulation and loosen the knots.
After the massage, use ice or contrast ice and

heat on any particularly sore areas for 15-20 minutes. If you use contrast, begin and finish with ice.
Ice while ridingsecure a bag of ice with a

knee warmer, elastic bandage, etc.
Every week or two, go for (or give yourself) a

deep sports massage. You may be sore afterwards, so get massage early in the week. At a multi-day camp or tour:
After a sleep break, give yourself (or receive)

five minutes of warming massage on each leg. Achieving your peak performance requires pushing your body hard in training and competition and actively rebuilding energy stores and repairing muscle damage. In the first part of the article, we described how consuming enough water, carbohydrates, protein and electrolytes at the right time can rebuild your energy stores. In this part we review techniques you can use to reduce the ouch factor so that you can ride hard without whining!
Organize your gear the night before, so you

have a few minutes to stretch before breakfast.
Stretch on the bike or at rest stops. Instead of sitting in a chair eating chips and
chewing the fat at the end of the day, lie with your feet on the chair while snacking.
Self Massage
by Josh Simonds
Josh Simonds is a reluctant computer scientist who is also a licensed massage therapist in Maryland where he has had a private massage therapy practice since 1988. He is a past PAC Tour rider and has completed PBP with his wife on tandem bicycle and is an aspiring endurance cycling coach. There I was, sitting on my brothers living room floor in his California apartment, methodically massaging my frazzled legs. Joe and his wife had just finished torturing me on one of their favorite canyon rides and a good massage was just what I needed to help me recover and prepare for another hard ride tomorrow. Watching the surf pound warm beaches, kneading away sore spots using long strokes to pump new life into my calves....What are you doing, ewwwww? my brother shrieked as he entered the room. Gee, Joe, I am just massaging my legs for crying out
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loud. Relax, lets go for sushi in a couple minutes after I finish, OK? Cycling and massage are natural partners. We all envy blissful bicycle riders draped across massage tables at cycling events. A spontaneous smile on their faces as we watch the caring touch of a therapist at work. Massage therapists are an important member of every serious bicycle racing team and a frequent part of many multi-day bicycling events.
clients. With increasing frequency insurance providers allow physicians to prescribe soft tissue manipulation for their patients, allowing their patients to visit a massage therapist on a regular basis. If you are fortunate to have a massage school in your area it is common for students to work at a reduced rate or for free. Caveat Emptor! You get what you pay for!
Self Massage
It can be hard to schedule an appointment for massage and even harder to find a really good massage therapist. Rejoice! Self massage is easy to learn and a practical way to care for yourself when and where you need it. Think of self massage as a valuable recovery tool that is always available to you. Basic self massage techniques are not hard to learn. In 1996 I trained volunteers how to massage riders for multi-day cycling events. Most had never given a massage. After one half day of lecture and practice all were ready to practice their new found craft on willing victims. When students say they are intimidated by their own lack of knowledge, I remind them how valuable and effective the simple act of offering a gentle and loving touch can be. Self massage is simple and positive results are guaranteed.
The truth about massage

In this age of self-enlightenment and guilt-free indulgences, massage has an enduring honest quality. You can approach it as a self-taught therapy or see a certified practitioner. Youll learn that massage has benefits beyond better health and rapid recovery from hard rides. Taking charge of our health care is a decision each of us can make if we have the courage to ask questions and explore new territory. Some people perceive massage therapy as a profession practiced by people who have little training or education and might ask what would a massage therapist know about lactic acid in my legs or how to deal with a re-occurring hamstring injury? Most massage therapists are trained professionals who have studied anatomy, physiology, movement and are graduates of an accredited school. Many are certified by a national oversight board to practice massage. Swedish massage is a time-honored practice. It is manipulation of soft tissues by kneading, shaking, squeezing, tapping and using long gliding strokes to release tight muscles and promote movement of fluids to foster good health. Massage therapy is also unique because it is a laying on of hands. A therapist brings love, warmth and compassion to each session. A therapist listens to what his or her clients say, feels changes in clients tissues and observes a clients heart rate, breath and facial expressions. Self massage is a practical approach we can use when it is not possible to get a session with your local therapist or have someone else to massage you. Massage is affordable and available to anyone who has determined that it will be a part of his or her training regime and lifestyle. Local rates for massage in the Washington, DC area typically range from $40 to $65 per hour. Most therapists will negotiate a better rate for repeat
Self massage is easy to learn and a practical way to care for yourself when and where you need it.
Self-massage is as effective as a visit to your massage therapist. You will begin to look forward to these personal sessions; motivation is its own reward. Massage after a ride will speed recovery by helping your circulatory system to flush byproducts of exercise from tissues and to release tight muscles. Self-massage is an ideal way to identify potential problem areas before they develop into something more serious. Some may think that self-massage is indulgent or perhaps they are not qualified. To anyone thinking such thoughts, I say The massage lamp is lit, you have my permission to be a hedonist just this once.
How to begin
When you begin your massage session, remember a few things: You are client centered, yes! you are your own client! Plan on finishing the job you started and do not rush. Be kind to yourself, listen to what those tired muscles are saying.
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Make a mental note for next time, what worked and how did you feel before massage and after? Location is not important, you can massage through clothes, you can sit, stand or lie down. The location is not nearly as critical as your intent to do something effective for your self. The following is a modified routine I teach to nonmassage therapists who support large athletic events. You can use this routine after any ride, it will take about 20 minutes.
Lower Legs: Place your lower leg about 75 - 90 degrees to your thigh. You want your calf to hang free not tight. Use both hands to rock your calf side to side for about one minute. The motion is similar to the quadriceps warm-up motion.
Stretch
Quads: Begin by placing your leg so that there is no tension in your quads. Sitting upright, with your foot on the ground should do the trick. Starting in the middle of your thigh, place one hand on top of your leg and the other under your thigh with your palm facing the upper hand and directly underneath. Using firm pressure, press your hands together as if you were attempting to make your palms touch. Compress your thigh and begin to twist your thigh muscle as far as you can. Hold this for a few seconds and quickly release, letting your thigh unwind. To perfect the twisting motion, imagine you are using your hands to wrap your thigh muscle around the bone. Practice will render better results. Repeat this as many times as you like, at least four times is recommended. Twist thigh muscles either direction, about three minutes for each leg. Lower Legs: Similar to the routine for Quads, place a hand above and below the middle of your calf muscle and twist until maximum resistance is felt. Repeat in each direction, about two minutes for each leg.
Preparation Plan on at least 20 uninterrupted minutes for

the complete routine.
Use an exercise mat or sit on the edge of a

chair or couch.
Apply massage oil, creme or unscented talcum

powder.
Have a towel. Warm-up

The routine begins with a warm-up, I recommend you do not use massage oil for this part of the session since most of the warm-up motions do not involve gliding strokes. Quads: With your palms facing each other, use your hands and finger tips. Place a hand on either side of your upper thigh and rock your quadriceps (thigh). The motion is similar to brushing dirt off of your palms, if your thighs got in the way! Shake your quads until you feel some heat develop, about one minute. Continue the rocking motion, moving in the direction of your feet until you reach your knee. Knees: Begin with a quick rubbing motion on both sides of the joint for about one minute. Warm up the area just below the knee cap and extending about one inch beyond the tibial tuberosity (the bump one-half inch below the knee cap). Your goal is to gently soften the patellar ligament that covers your knee cap and ends just below the tibial tuberosity. Place both thumbs behind your knee and wrap your fingers around the front of your knee. Using firm pressure and finger tips to massage the entire area. Imagine trying to find a few grains of sand lost in the tissue. Use the skin to slide over muscle and tendon. In the soft areas your touch is deeper; in dense areas use more pressure and linger. The motion is generally up and down, moving slowly along the axis of your long leg bones. Continue about one minute.
Flush
Quads: Now is a good time to use massage oil or talc. Begin with light strokes, using your entire hand, palm down. The speed of your hands will have different effects. Slow movement will tend to cause more friction and thus affect deeper tissue. Rapid movement with a light hand pressure will have an energizing effect. Begin by using both hands to trace a line from your knee joint to your hip joint. Divide your leg into four imaginary sections and cover each section at least six times before moving to the next section. When done, repeat the process using more pressure and slower strokes in the opposite direction. About two minutes per leg. Lower Legs: Similar to the routine for Quads only you have much less area to cover, divide the lower leg into three imaginary sections, cover each section at least six times and repeat in the opposite direction. About a minute per leg.
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Optional
All Parts: Use thumbs, finger tips and the heel of your hand to trace the edges of your long leg bones. Using deep, slow motion move the pressure point slowly along the entire length of each bone. When you find a sore spot, linger in that area. Apply pressure from different angles.
Dunk your legs into an ice cold bath for 30

seconds, stand and rub, repeat three more times. Finish with warm shower. The thermal shock of the cold and warm will force rapid movement of blood to your legs facilitating recovery. I use this as emergency therapy for extremely sore legs.
Not exactly self-massage After a ride, lie on your back with your legs in
the air and feet leaning against a wall. Shake each leg and use your hands to assist the motion. The elevation and movement and weight of your muscles will all work to release tight muscles and promote recovery.
Aromatherapy sleep aide. On a cotton ball

put a few drops each of: Chamomile, Sage, Rose Oil, and Orange. Put the cotton ball in your pillow case before bed. Good sleep is essential for recovery. An alternate formula is Chamomile and Lavender.
Knead Someone Today

What is the best way to learn some basic techniques? Practice the basic leg routine described here on several people and ask for their feedback. Browse bookstores for literature on self-taught massage and dont be afraid to try new things. Here are suggested readings for beginners: 101 Essential Tips: Massage by Nitya Lacroix Massage (Teach Yourself Books) by Dennise Whichello Brown The Complete Body Massage: A Hands-on Manual by Fiona Harrold
At end of a long hard ride try this in the

parking lot. Make sure the coast is clear, pedal up to five mph on flat ground and now take both feet out of the pedals and use your legs to propel yourself forward. This is the same motion you use on a swing to pump yourself skyward! See how long you can continue the motion before you have to pedal. The weight of your muscles, shaking and movement will help promote fluid movement release tight muscles and promote recovery.
Saddle Sores
by Bernie Burton, M. D.
Bernie is a dermatologist. This article is based on a talk at the PAC Tour Desert Camp; reprinted with permission of the Rivendell Reader. The groin is a warm, humid environment and that, combined with pedaling and riding stresses, can lead to skin problems, including the classic saddle sore, in all its raging glory. support the sit bones; smooth, so it doesnt cause friction; and it shouldnt be filled with shiftable gel, which can move around, increasing friction. Leather is a good start. Its smooth, doesnt shift, and depending on the model, supports the sit bones properly. I personally ride a Brooks B.17. Any sort of suspensionranging from higher volume tires run at lower pressure, to a beam bike, may reduce friction, too. 3. Wear seamless-chamois cycling shorts (if youre getting sores in the areas of seam-to-skin contact). Some chamois have a baseball-style seam; some have a single seam up the middle; and some have none at all. Figure out what works for you. Seams in cycling short chamois tend to be flat, and most cause no problem, but if
Prevention
The first stage is a hot spot or abrasion, caused by rubbing your thighs and skin under the ischial tuberosities (sit bones) against the saddle. Pedaling or just riding over bumps can cause this. Since abrasion is the cause, the secret in avoiding hot spots is to decrease or eliminate friction. Heres how: 1. Set your saddle to the proper height. If your saddle is too high, your sit bones will rock over the saddle as you pedal, causing friction. 2. Get a good saddle. It should be wide enough to
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you find yourself irritated by them, get shorts with a seamless chamois. 4. Coat your skin and/or chamois with Vaseline Petroleum Jelly. Cover under your sit bones, and any place that might rub, or has been a problem in the past. Vaseline might plug your sweat ducts, but this is more likely to be a problem on your face, where the ducts are much smaller. Ive never seen it happen down in the crotch. Vaseline is pure, nobody is allergic to it, and it belongs in every cyclists medicine cabinet or travel bag.
Soaps For Folks With Problem Crotch Skin

Use non-irritating cleansers like Cetaphil, Dove or Purpose soap. Wash gently with your fingers and moisturize with simple emollients like Eucerin Creme, Aquaphor, Moisturel, Curel or Bag Balm. You may actively reverse irritant dermatitis by using over-the-counter 1% Hydrocortisone Ointment, or prescription hydrocortisone ointments. Whether you use Bag Balm or a prescription steroid ointment, apply it in the evening, and cover it with Vaseline the following morning. If, after riding several hours this area of irritation again appears, smear on even more Vaseline. Stage 2: Folliculitis This looks like acnesmall red bumps with pussfilled heads. These are found in hair follicles, and theres often a hair sprouting right out of the puss-filled bump. If youd like to prevent this, its easy. Just ride with freshly laundered cycling shorts each day, and/or large amounts of Vaseline, or with topical antibiotic gel or oral antibiotics. If you start a weeks riding with a clean crotch and a clean, Vaseline-covered chamois, and you
What If I Still Get a Saddle Sore?

The saddle sore develops in three stages. Stage 1: Hot Spot Treat the first symptom (the hot spot) with Bag Balm. This old fashion medication designed for a milk cows irritated teats (from too much frictional rubbing) is available at many pharmacies and animal supply stores. Lots of Bag Balm applied to irritated areas immediately after your shower will usually result in recovery overnight. This will help heal the superficial wound and prevent its worsening while youre off the bike. If using a goop originally developed for cow teats makes you sweat, see your doctor and get a prescription for a topical steroid ointment such as Temovat. There are possible side effects and dangers with frequent usage, and it costs ten to forty times as much as Bag Balm; both are good reasons to give Bag Balm the first shot.
Saddle Sores
Stage
Hot Spot:
Description
Red, Swollen, Blistered Or Superficial Denuded Bump Multiple Red, Often Pus Filled, Acne Like Bumps Large, Red, Hot Swollen, Pus Filled Bump
Prevention
Saddle Height Vaseline No Underwear Special Shorts All Of The Above Emgel Clean Shorts All Of The Above
Treatment
Bag Balm or Temovate (With Care) Emgel Benzoyl Peroxide Oral Antiobiotic Stop, Rest Oral Antibiotics Incision & Drainage or Warm Compresses Excision If Cystic Nodule Present After Antibiotics
Folliculitis:
Abscess:
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continue to reapply Vaseline as it wears off daily, then you can probably go a week without laundering your shorts. The recommendation for daily laundering presupposes that youre starting off with a dirty crotch and dont use Vaseline. Stage 3: Abscess This is an infected, red, hot, swollen, tender bump that varies in diameter between about a third of an inch to two inches. These frequently scar over and may form sinus tracks with extensions going in multiple directions from the original lesion. In addition, cysts may form that totally surround the abscess after it has resolved, or may develop
directly from the folliculitis stage without abscess development. If an abscess occurs, quit riding until its healed. Go to your doctor (whom you should have seen before now), who may prescribe oral antibiotics. Although the information in this article may not keep you out of the dermatologists office, a little TLC to the groin to prevent irritation and lots of Vaseline will keep you riding long and pain free. I would like to graciously thank Harry Hurley, M. D., a superb academic and general dermatologist.
Crotchitis And Crotch-Rub

Bernard A. Burton, M.D.
Crotchitis represents a constellation of skin problems in the groin that can horribly affect the female cyclists life. The fact that men dont suffer from this problem gives a great clue as to its cause and treatment. Although I have personally not seen this condition, I have discussed it and its treatment with a number of superb female cyclists. I feel that crotchitis is basically diaper dermatitis, frequently exacerbated by saddle sores (superficial cicatricial folliculitis), irritant dermatitis, allergic contact dermatitis, atopic dermatitis (childhood eczema), and fungal infections. Occasionally, crotchitis maybe further worsened by herpes simplex. Diaper dermatitis, caused by diapers, sees its match in the basic red, tender, itchy, eczematous rash that occurs in the female perineum tissues between the vagina and anus. This bothersome condition is essentially always infected with yeast (monilia), and almost always responds to efforts to maximize dryness and kill yeast. CoolMax riding shorts with no chamois and/or a perforated chamois will increase airflow and decrease moisture. Applying large amounts of Monistat Derm will control the yeast that are predominantly responsible for diaper dermatitis. Use of an oral anti-yeast medication as Diflucan, Sporonox or Nizoral would also help control this condition. several treatments could be done to bring about its rapid resolution. 1) The use of cold compresses and/or the use of ice packs will greatly decrease the inflammation. 2) The use of a high strength topical steroid, such as Ultravate, Temovate or Diprolene, will rapidly resolve this inflammation. The use of systemic steroid, i.e. prednisone, in a dosage of 30 to 40 mg will also rapidly decrease the redness, swelling and inflammation. The use of these agents should be limited as much as possible because of their both catabolic effects and because they could have significant side effects if continued for a long time. All efforts to prevent the condition should begin immediately with any development of crotchitis. Thus, immediate efforts to resolve the present case and to prevent future exacerbation will result in rapid improvement with this condition. (NOTE: The use of prednisone should be avoided if drug testing is required. Even the use of the topicals could be questioned, as Lance Armstrong demonstrated in the 1999 Tour de France.) As with saddle sores, many of our intended treatments for crotchitis actually dry out and irritate the skin, increasing the likelihood of developing crotchitis. Avoid rubbing alcohol, scrubbing the skin, the use of toners, astringents, antibacterial soaps, shower gels and absolutely everything from Bath and Body-type stores. Bathe with Dove, Pure and Natural or
Treatment
If the female cyclist is bothered by a severe case of crotchitis while on an extremely important ride
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Cetaphil. Apply pure, simple moisturizers like Eucerin, Aquaphor, Nivea or Moisturel. Avoid douching. Wash the groin, vulva and vagina with cleansers as recommended above. Use Monistat Derm and/or acidopholus capsules, buttermilk or cultured yogurt after all oral antibiotics to decrease yeast growth and decrease the future development of yeast infections. The exact same conditions that exacerbate yeast infectionsheat and humidityalso exacerbate fungal infections. The instructions for controlling yeast should control fungus in addition. Herpes simplex frequently shows up in discussions of crotchitis, but not in discussions of saddle sores in men. However, there is no difference between women and men in this problem. If you have it, the stress of an ultra-endurance ride along with the skin irritation could cause an increase in its occurrence. If you are bothered by this problem, use of Valtrex 500 mg / day or Famvir 250 mg / day should prevent its occurrence during a major ride.
Inner Thigh Chafing

Although it has never been mentioned in the cycling literature before, several female cyclists have complained of a new problem. Although the majority of the weight the cyclist places on the saddle should be on the sit bones, the pelvic rotation necessary for good aerodynamic (aerobar) form brings a bit more of the cyclists saddle pressure forward into the perineal area. This greater pressure is placed on a smaller surface area in Terry (and similar saddles), with a stickier surface (gel under cloth or leather), contacting the moving inner superior thigh and resulting in two very tender linear hot spots that can be agonizing for the endurance female cyclist. One superb long distance female cyclist found this problem to be almost totally disabling. To avoid this problem, I would recommend the following: (1) get a Brooks saddle or other that will properly hold your sit bones, and (2) tip the nose of the saddle 3-5 degrees below horizontal. This will result in more pressure where it belongs, with far less rubbing force, due to decreased pressure and friction on the upper inner thighs.
Care of Sensitive Skin

Many people frequently use allergic sensitizing substances for skin care. Avoid the following products like the plague: 1) Neosporin cream and antibiotic 2) Triple Antibiotic cream and ointment 3) Household antibiotic cream and ointment 4) Solarcaine lotions 5) Topical Benadryl substances. If you think you are allergic to any product, an easy way to find out is to do an open patch test. Write down the names of all the products you think you might be allergic to. Number them. Make a similar number of small circles in a vertical row on your upper inner arm. Apply product number 1 to circle number 1 three times daily. Do the same with the others. If allergic, within three or four days you should break out with itching, redness, swelling and possibly blisters at the site of the allergic substance. Avoid it forever. People with skin problems in the groin frequently have a family or a personal history of atopy. Conditions like atopic dermatitis, asthma, hay fever, and allergic rhinitis are often found in this patient or his relatives. The instructions for avoiding skin irritation noted above are very important in minimizing crotchitis-especially for this population of cyclists.
Many, many thanks to all the authors who shared their expertise with all of you!
69
What To Do When The Ride Stops Being Fun

by John Hughes
We ride our bikes because its fun! But every endurance rider has been on a century or other long ride when it stopped being fun and it was a long way to the finish. Experienced riders have developed ways of riding through these low times, allowing them to finish what may seem like impossible rides. Here are some techniques Ive learned from friends over the years: Who said it was all fun?- John Hughes During any ride of three hours or more, part of it wont be fun. The first part is funyour legs are fresh, youre well rested, the morning is cool. Then you reach the middle: legs are tired, the day is hot, and its a long way to the finish. Finally, you reach the last part: the day cools down, you start to smell the barn, and you ride a little faster. Not having fun? Recognize this is part of the rhythm of a rideyoure in the ugly middle. When did you last eat? - Warren McNaughton Not having fun? When did you last eat? As your blood sugar drops, your legs feel heavy, your brain slows down and your mood falls. Your brain can only burn glycogen for energy, and if youve been pounding the pedals for hours and not eating, you may have run out of glycogen. Not having fun? Eat carbs now! Just ride to the next Time Station. - Lee Mitchell Does the finish line seem very far away? You cant possibly ride that far? Or, at least not in the remaining time? Why are you using precious energy worrying about the rest of the ride when you could be using that energy to pedal up the next hill. When your mood goes sour and the end seems endless, focus on short-term goals. I crewed for a rider at the 508 who was very sick on Saturday and said he couldnt possibly finish. Okay, but I want you to ride to the top of this climb I replied. He grudgingly complied. Just ride to the top of that next rise. Wearily, he pedaled. On into the night, one hill at a time, walking parts of Towne Pass. On Sunday, one section at a time, until he reached 29 Palms and qualified for RAAM. Not having fun? Forget the agonies tomorrow will doubtless bring, and climb this hill. Im going to cross this one off the list. - John Bailey Okay, youre riding in the present. Just climbing one hill at a time. But the hills seem impossibly steep. Especially with all your randonneur gear on your bike. You can barely turn the cranks. Not having fun? Think of all youve put into this ride and resolve to finish and check it off the list. Quit bitchin and start singin! - Lulu Weschler You do have a choice. You can choose to grumble and think negative thoughts. Or you can choose to lift your mood. At times like this, Lulu breaks into song, cheering herself and those around her. Not having fun? Quit bitchin and start singin. Somewhere theres a group riding your speed, and its probably behind you! - Kim Freitas Are you struggling in a pack of obsessed riders, hammering relentlessly, oblivious to the scenery? Are you coming off the back on every turn and sprinting just to catch the caboose again? Behind you there is a group riding at your pace, and they are having fun. Not having fun? Ride your ride. Dont quit because of anything that will heal within two weeks. - Lon Haldeman Okay, youre riding your ride, staying in the present, climbing one hill at a time. But your body hurts in ways youve never hurt before. Your handlebars are sticky from up-chucking. You are thoroughly miserable and sick of this stupid sport. Can you still turn the pedals? Then whats the problem? You came for a bike ride and you can still ride your bike. Just accept that part of any big event will be unpleasant and may be very painful. When I struggled in RAAM 96, Lon Haldeman told my crew Dont let John quit because of anything that will heal within two weeks. Not having fun? Accept it and get on down the road. One or two of these phrases will work for you. Next time you are on a century or brevet and arent having fun, imagine Im a little bird on your shoulder, repeating your key phrase. And youll keep going!
70

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UMCA Year-Rounder Challenge

John Lee Ellis, chair

Tips for Year-Rounder Riders

III. Equipment & Clothing

a long ride every month of the year

Ride calendar at: http://www.ultracycling.com/events/rides.html

Ultracycling Hall of Fame: www.ultracycling.com/about/hof.html

Ride Submission Forms

Single Event Form for electronic submission

UMCA Year-Rounder Challenge

Ride Submission Forms

UMCA Year-Rounder Ride Form

Address City, St.

Event Name or Description Date

Indoor Personal Century (6 hours) Indoor Organized Century (6 hours)

Organized Long Ride

Personal Long Ride

Officials Name Signature Start Location Finish Location

__________ AM PM Miles Thus Far __________

Receipt Attached (or)

__________ AM PM Miles Thus Far __________

Receipt Attached (or)

__________ AM PM Miles Thus Far __________

Receipt Attached (or)

__________ AM PM Miles Thus Far __________

Receipt Attached (or)

UMCA Year-Rounder Ride Form

Address City, St.

Tour / Camp Name or Description Dates

Rides Verification Submission

Officials Name Signature

II. General Rules

the existence of the web page or e-mail

III. Recognition & Awards

interested riders will be provided with a

Webform from the rider is strongly preferred.

Single-ride printed form (for single-stage

IV. Organized Rides

Multiple-stage printed form, (for multi-stage

Complete ride calendar at www.ultracycling.com/events/rides.html

for Century rides, at approximately 1/3rd and

for Long rides, approximately every 50 miles.

VI. Larry Schwartz Award Rides

UMCA 24 Hour Championship & RAAM Qualifier September 2, 2006 Iowa

Cincinnati Bob Rich (513) 248-0702 Bob.terri@fuse.net

Why your sports drink should contain protein.

Endurance Training for Cyclists

Weekly long ride

Identify and eliminate limiters

Good luck in your Year-Rounder rides!

Check us out at www.roadbikerider.com/bookstore.htm

The Century Pages

#1 Choosing A Century to Ride

Riding a Fast Century

by Lisa Marie Dougherty

Training like a racer will increase your average speed on centuries.

Strength and Power Training

The key to escaping the trap of mediocrity is to vary workouts.

Developing Power on the Bike

Estimating Lactate Threshold

Moving to Longer Rides

Prepare your body as best you can. If time is

Plan carefully for the event. Know your diet

AM PM Miles Thus Far

AM PM Miles Thus Far

AM PM Miles Thus Far

AM PM Miles Thus Far