by Heather Bamforth | Jan 18, 2013
Women’s Guide to Racing – Part 2
What do I enter?
So, hopefully you’ve read my first part of my guide to racing and, hopefully, it has helped unravel the category and points system that British Cycling currently use. In addition, I gave a brief synopsis of the different types of race that you can take part in as a rider. Which leads to the inevitable question, “which races should I enter?”
1) What do you want to achieve?
Well, let’s start at the beginning. First of all, you need to decide what your goals are going to be, especially if this is your first season. Goals should always be “SMART” – which stands for:
S – Specific – choose a specific goal – e.g. I want to ride a 10 mile time trial in under 30 minutes or I want to gain enough points to obtain my 3rd category licence (the latter will require a number of additional goals in order to achieve this).
M – Measurable – it is difficult to look at progress unless you pick goals that are measurable – e.g. by time or distance for a time trial, or staying with the bunch for the whole race (easier said than done, sometimes).
A – Adjustable – be flexible – if you find that your goal is easier than you thought (for example, you manage to do 28 minutes for your first 10 mile time trial when you wanted to do 30 minutes), adjust your goal to 27:30, maybe, or in the case of a road or circuit race, if there are only 15 people in the race, you might adjust your goal for the race to be in the top ten.
R – Realistic – the goals you set yourself need to be challenging but achievable – there is no point setting yourself a goal that is too difficult to achieve because you will become disillusioned, disappointed and give up but on the other hand, you don’t want goals that are too easy, as you won’t feel a sense of achievement upon reaching your target which again leads to disappointment. However, how challenging your goals are also depends on how confident you are – there is no reason why your first goals can’t be easier to help you grow your confidence, with your goals becoming more challenging as your confidence develops.
T – Time-based – have a long-term goal in mind but have short-term goals to help you reach it – there’s no point having a goal of riding a 10 mile time trial in 25 minutes in 5 years’ time, or winning a National Series Road Race by 2016, if you have no short-term goals to get you there. Having a long-term objective is good, it helps you to remember what you want out of the sport, but 5 years is a long time – it’s much better to have goals that you can see coming up in your calendar in one or two month’s time, as it keeps you focused, enthusiastic and keen.
2) I have my goals – what should I look for in a race?
Well, firstly, even if you’ve had a go at racing before, you never know what you’re going to like until you’ve done a few different types of races. At the beginning, you want to look at races that are maybe near to you, that aren’t too long and aren’t too technically demanding.
This is an important point to make – some of the newer closed circuits are narrow and have tight bends, with a lot of corners, which means that if you aren’t used to racing elbow to elbow with fellow cyclists, they can be a bit intimidating. In addition, smaller circuits can mean more corners, which can mean you end up sprinting out of every corner – and when they come every 20 metres, it gets tiring very quickly, which means that you can lose concentration if you’re not used to it. That can then lead to stupid mistakes, which can lead to pointless crashes – I have witnessed that.
Grand Prix des Dames (Blackpool) ©Chris Maher – www.ChrisMaher.co.uk
Having said that, you should also look at the category of riders that can ride in the race. For example, a race specifically open to 3rd and 4th category female riders may be slightly less physically demanding than a race open to all category women (including elites), as 3rd category riders do not as a whole tend to be as fast as elites and first category riders. That’s not to say that third category riders don’t know what they’re talking about – you may learn a lot from them, if you are a fourth category rider, and you should never write anybody off on paper.
The positive thing about circuit races is that they are usually on purpose built circuits, closed to traffic, so you don’t have to worry about oncoming traffic in the race. Having said that, as I’ve said above, some circuits can be quite narrow, and you may not be too keen at sprinting out of corners for 40 or 50 minutes. In which case, you might like to try road racing, which are held on circuits on the open roads, which also mean that they are open to oncoming traffic.
But that isn’t something to necessarily be afraid of – when you go out on your bike with your mates, you ride on the open road, right? The only thing that you need to remember is that your safety is paramount, which means that your concentration is extremely important.
For your first road race, if possible, pick a race that isn’t too long in distance. There’s a big jump between riding a race around a closed circuit for between 40 and 50 minutes and riding a 45 or 50 mile road race, which could last as long as 3 hours. The CDNW women’s road race league events have been chosen as they are a good distance between the circuit race events and the Team Series events and National Road Race Series events, with the shortest event being 32 miles and the longest about 40 miles (see later). Also, if possible, try and pick an event that is open to lower category riders, as the speed will not be as high as an event open to elites and first category riders; however, this is not always possible, but remember that any race is not only a learning curve, it is also training (remember my point about setting goals).
The final point about road races is that there will be marshals on the circuit, usually positioned at junctions and “pinch points” for traffic. A marshal’s job is to warn traffic of the race that is approaching, not to tell you which way to go – it is your job as a rider to know the course. The marshal cannot stop traffic either, however some road races have the addition of motorbike marshals, called the National Escort Group (“NEG”), who help with the control of traffic (and do a marvellous job too!)
3) So what events can I enter?
Remember that you can enter any event open to your category – so, if you are a fourth category female rider, you can enter any events with a “W4” category, which unfortunately means that you can’t enter any National Series Road Races, but again I revert you to my point about goals above. As a third category female rider (“W3”), you can enter any events with a “W3” category, and so on, and so on.
Circuit Races
There are a number of events for 3rd and 4th category ladies only being held at the Cyclopark in Kent, under the “Winter in the Park Series”. These events are 32 miles long and you set off with the female elites, first and second category riders (possibly a few seconds after them) BUT it will be a separate race. If you’re based down South, that’s definitely one I would check out. There are events being held at the new Odd Down Circuit in Bath and there have also been a series at Preston Park in Brighton.
Further north, in the Midlands, there are quite a few circuits, including Shrewsbury Sports Village, Stourport and Tudor Grange in Solihull. Over the hill into Derbyshire and there are a number of races that are being held for women at the Darley Moor Circuit near Ashbourne.
In North Wales, there will be a variety of events at Marsh Tracks, Rhyl, which is a great circuit for developing confidence.
Over in Yorkshire, there are loads of events being held at the new York Sport circuit (yes, you’ve guessed it) in York, with a few also at Richard Dunne, Bradford and possibly some at Dishforth in North Yorkshire.
In the North West, there are races planned for Salt Ayre, Lancaster as well as Palatine, Blackpool and some evening events at Tameside, Ashton-under-Lyne.
All of these events also have races for the men, so your other half/club mates/etc can also race which makes it a fun day out. As I have mentioned, this is not an exhaustive list, just some races that caught my eye.
Road Races
My choice for road races would be the Cycling Development North West (“CDNW”) Women’s Road Race League. This is a league of seven events which were piloted in the North West last year, as stepping stone events between circuit races and the longer road races that you get with National Series Road Races (such as the Cheshire Classic) and Team Series events (such as the Bedford 3 Day). The first event is on 1 March 2014, at 12:00pm at Pimbo Industrial Estate, Skelmersdale, over 32 miles. This circuit is about 2 miles long, is one way (so no oncoming traffic), has wide sweeping bends and has wide roads. A perfect circuit for your first road race, in my opinion. It is also only open to 2nd, 3rd and 4th category women riders, making it top of my list of races for first time road racers. See www.cdnw.org for further information and how to enter. In addition, British Cycling’s Yorkshire Region have also joined the #partyontheroad and have launched the first Yorkshire Women’s Road Race Series, targeted at the same level of rider for 2014. The first event is the Sheffrec CC Spring Road Race on 13 April 2014.
These events are supported by the motorbike NEG marshals, for extra protection.
If you find that you like road racing, you might like to try a stage race. Stage races can last anything from two stages (for example a circuit race followed by a road race), to a number of days – for domestic riders, the Irish Ras na mBan is probably one of the longest stage races that women can ride, with six stages over the course of five days.
A good event to try would be the stage race being promoted by David Williams of Holme Valley Wheelers on 6 & 7 June 2013 – it’s run in conjunction with a men’s two day stage race, both of which start on the Friday evening.
Time Trials
These events are slightly different from road races – British Cycling events usually have a closing date of 21 days, although this has reduced for some events where you can enter online – in addition you can enter “on the line” at some British Cycling events, which means that you can just turn up and enter on the day. However, with time trials, the system is slightly different – there is a good guide on the Cycling Time Trials website – http://www.cyclingtimetrials.org.uk/Beginners/EnteringTimeTrials/tabid/635/Default.aspx You will also need to be a member of an affiliated club, which the above link should also take you to.
In Summary
So, hopefully this section of my Women’s Guide to Racing has shown you that you should have an idea in mind before entering anything about what you want to achieve, which shouldn’t be too challenging to start off with. Many women have been put off by the concept that they think they aren’t good enough, when in actual fact they are fit or fast enough, but they just don’t have the confidence in themselves to take that step into the unknown. Women’s cycling is growing at the moment – you will find that there are plenty of people to provide encouragement. There are no “standards” to find out whether you are fast enough – the only way to find that out is to have a go. There are plenty of different types of races to have a go at – some people might be better suited to circuit races, whereas others might prefer to go it alone against the clock in a time trial, and other people might prefer longer road races.
I guess that there are a few things to take from this article: set realistic goals, you can enter whatever race you like (category dependent) and you may be better suited to some events than others, but if you don’t try you will never know. Have the confidence to give it a go and you never know, you might find that it’s really enjoyable!
Next week…
You’ve decided on what events you are going to enter and now need to know what type of training to do. I’ll have some tips to try as well as a brief synopsis of current thinking, to help you be prepared for your race.
In the meantime, enjoy riding your bikes and stay safe!
Click below to read:
Part One – Where Do I Start?
Part Three – What training should I do?
Part Four – Practice! Practice! Practice!
Part Five – Are You Ready To Race?
Part Six – Race Day
Part Seven – Circuit Racing
by Heather Bamforth | Jan 15, 2013
Jess Potts, a Go-Ride Coach from the West Midlands on behalf of British Cycling is organising an afternoon of women’s only training at Stourport
Jess writes: “British Cycling are organising a ladies only coaching session at Stourport Cycle circuit on 23rd February from 1pm-4pm.
The sessions will be £5 per rider to cover the cost of track hire.
“Sessions are for ladies of all ability who have the aim of competing for the first time, or improving their previous race results.
We will focus on group riding and bunch skills, as feedback suggests that this is one of the issues that’s intimidates new ladies in the sport.
We can also focus on other skills at the request of riders attending the session.”
Riders can register their interest by emailing Jess on [email protected]. For more information, Jess can be contacted on 07702719489 or via email.
PLEASE NOTE: if you are interested in attending, you MUST contact Jess in the first instance as the session will not go ahead unless she has sufficient numbers. If you are looking to compete for the first time this season, or you want to look at improving on last season’s results, contact Jess!
by Lawrence Bywater | Jan 10, 2013
Bradley Wiggins in his hotel room after winning the yellow jersey. – ©The Guardian
As every new cycling fan, such as myself, enters the strange and beguiling world of pro cycling a vast number of questions arise. Why is the yellow jersey yellow? What makes a good domestique? Who is lé patron?
For me, the largest theme amongst those was the astonishing number of riders that compete in World Tour races and their suitability for the days challenges. I found myself surveying the huge array of riders in the peloton and identifying who was in the frame for the podium on that particular stage or one day race, or, who was using it for training for a race later in the season. Herein lay the strangest characteristic of road cycling that I have never quite fully managed to understand. Who is actually racing?
The most obvious example to analyse this phenomenon is the 2012 year of Bradley Wiggins. 2012 saw him entering races purely to win and in the process utilised a ‘riding to win’ philosophy unlike no other rider in recent history. Wins at Paris-Nice, the Tour of Romandy and the Dauphine were all used as a stepping stone to July and the Tour de France. In the process he quashed the notion that riders who were in form in June for the Dauphine, would flop at the Tour whilst also becoming the first rider to win the above races all in one season.
As Team Sky supremo Dave Brailsford and sports scientist Tim Kerrison consistently presented the media they were always 100% racing to win. Yet this approach hid an even more refined method. Racing only at specific times throughout the year, freeing up more time for training camps, often at altitude and at specific points during the season, ensured that Wiggins was in control of what he achieved on the bike. Indeed Kerrison noted that Wiggins was attempting to be at 95-97% performance all year, at all races he entered.
Wiggins’ story is an obvious one, yet a look into the past, particularly in 2010 when he rode the Giro as preparation for the Tour, reveals that for him racing as preparation or training didn’t cut it like it did in 2009 as he finished 4th (now 3rd) in the Tour de France. Racing to win was now his de facto method of participation. Ultimately he trained to race and as riders are getting closer and closer in terms of their abilities without the skewness of doping, will racing yourself fit provide success?
Perhaps the answer is, that like many other facets of pro cycling that continue to fascinate me, training techniques, depend on the rider and his/her idiosyncratic body and their particular end goal: one day race, a weeklong stage event or one of the grand tours. The traditional build up to the World Championships in September of every year of many a pro cyclist involves entering the Vuelta in order to gain race fitness to be at top form for the Worlds. In 2012, 11 out of the top 30 finishers in Valkenburg rode the Vuelta and of the top 10, 6 of them including podium finisher Alejandro Valverde and winner Philippe Gilbert had finished the Spanish grand tour mostly in the mid to lower field (with the exception of Valverde) in the general classification. Clearly riding the Vuelta this year was extremely tough with numerous summit finishes, not suitable for a sprinters World Championships course like we saw in Copenhagen in 2011 but highly correlated to the hilly challenging nature of the Limburg parcours.
Whilst Team Sky’s spreadsheet, clinical training style is somewhat in stark contrast to the time-honoured training ‘by feel’ which Thomas Voeckler is the greatest proponent of, there must be room for both of them in today’s cycling world. With the 2013 World Tour cycling season now at 271 days long, starting in January with the Tour Down Under and finishing with the Tour of Beijing in late October, there is perhaps now sufficient scope for more riders to reach their peak at more specific times throughout the year.
Ultimately I am sure there remains no consensus on the ideal training and racing partnership and I’m sure there will never be. Yet, this is precisely the reason why I love cycling, its mystique, its complexities and its variety. Here’s to the 2013 season!
by Sam Jackson | Dec 24, 2012
Alex riding Ster ZLM Toer – ©Copyright Kevin Kempf
I caught up with new Movistar signing Alex Dowsett and he kindly answered a few questions.
Off-Season
What is a typical off-season for Alex Dowsett?
I’ll spend 3-5 weeks where the only bike I may look at is my mountain bike, it’s good to step away from it all to refresh the body and mind, during this period there’ll usually be a holiday of some sort and a bit more partying than usual. Then when it’s time to start training I’ll do one week lightly building up the hours then into the long base mileage, so 4-6 hour rides daily looking to get 25-30 hours a week. As the season draws nearer the hours drop down a little and intensity is added through intervals.
Is that fairly standard in terms of what other pro cyclists do?
Yes that’s a fairly bog standard off season, some guys might do work in the gym, I’ve been experimenting with it a little and I know the Scandinavians may do a lot of x-country skiing as that uses the same muscle groups.
Has your off-season this year been markedly different as you face your move to Movistar for 2013?
Only with adding in Gym work into my programme
Movistar
What was the main reason for your move to ride for Movistar next season?
Opportunities, Sky is a fantastic team but I realised very quickly that with there being so many brilliant GC riders there and the fact that experience counts for a lot when getting into the big races I needed to step away to gain this experience, Movistar is a fantastic outfit that has produced some great riders and promised to give me opportunities in the bigger races.
What will your main role be at Movistar and does that differ from your role at Team Sky?
It doesn’t differ too much, I can time trial well so that will be a big focus, I have GC aspirations in races like Eneco Tour and will be supported by the team in these and in the mountainous tours I will be a domestique and maybe go for individual time trial stages.
Have you noticed any great cultural differences in the running of Movistar so far in comparison with Team Sky?
There are a lot more similarities than I thought there would be, all the big cycling teams operate in a highly efficient way
As pro cycling teams are so cosmopolitan nowadays, is there any great language barrier to overcome in terms of Team Sky being ‘British’ and Movistar ‘Spanish’?
There is, the team is keen to learn English as that’s the way the sport is going but I do need to learn Spanish, I’m having 3 lessons a week, it’s hard to get my head round that a noun, i.e. something like a bike can be masculine or feminine and the verb has to change accordingly!
You were well known when riding for Team Sky that you often remained based in Essex. Does your move to Movistar affect that?
Nope, I’m an Essex boy through and through, I race best when I’m happy and I’m happy here in Essex. I do understand the values of training abroad so ahead of grand tours I will get myself into some mountains for sure.
2013 & the Future
After your excellent result in the World Championships Time Trial, was there an increase in interest from teams in acquiring your services for 2013?
Cycling is big business but a small World, it was common knowledge that Movistar were in for me, other teams approached us as well but we followed protocol by speaking with SKY then making a decision.
What is your main objective for 2013 and which races are you most looking forward to?
Doing a Grand tour and the classics initially, the rough plan is for me to do Roubaix and Flanders and then the Giro. I’d like to retain my National Time Trial title but it will be harder given that it’s being moved in line with the National RR so Wiggo and Froome might be there. I’d like to win a tour, something like Ster Electro, Eneco, Circuit de la Sarthe, basically a hard tour with minimal mountains and with a decent TT in it.
Alex Dowsett Austrailian Pursuit – ©Copyright Chris Dando @Cycling Shorts.
Could you see yourself ever consider crossing over to track cycling, perhaps for an Olympic Games?
Maybe, I was hitting fairly good numbers in 2010 training for European champs but I couldn’t get myself off the start line quick enough, I can see there being more chance that I’ll be on the road for Rio
If you could pick one race to win in your career, which would it be and why?
Olympic and World TT championships, I love my time trialling and that’s the ultimate win.
Yourself
What impact did riding for Trek-Livestrong have on your career, and how would you say it has helped you in terms of you career development?
The GB academy was great and prepared me for the Trek-Livestrong experience, I entered there as one of the most disciplined riders. The GB academy presented us to pro teams as the complete package.
I also learnt how to win races and the importance of enjoying what I’m doing.
Do you see yourself as solely a time-triallist specialist, a discipline in which you have obviously had a great deal of success?
No, it’s obviously a key ingredient to my success but I’ve won road races, I think I can be a solid all rounder.
What would you say has been your career highlight so far?
8th in the World TT Championships
What is your favourite race to participate in as a rider?
I got a real kick out of the World Team Time trial championships, we didn’t do great but was a buzz nonetheless
Who are your best friends, or who do you talk to the most, in the peloton?
Mostly the lads my age, Ben King, Jesse Sergent, Taylor Phinney, Michael Matthews etc. We’re all going through roughly the same thing so we can relate to each other a lot.
What is your favourite place in the world to ride a bike?
I loved training in Switzerland, just getting lost in the hills, I want to head back this summer with a Mountain bike though! I have a ride at home I enjoy, its simply blue egg (my regular café) and back, it’s flat quiet roads and 2 hours total, I like having somewhere to aim for on a ride.
Could you ever see yourself doing a ‘Wiggo’ and going from being an outstanding rider against the clock to being a Grand Tour contender?
Yes.
For more on Alex check out Anna’s chat with Alex by clicking here.
by Nick Dey | Dec 12, 2012
The Obree Way
a Training Manual for cyclists
by Graeme Obree.
Edited & Produced by: Maximise Marketing & Event Ltd & obree.com
£30 for A4 hardback
£4.64 for Amazon Kindle Edition (at time of writing)
“Training is bad for you! Training followed by rest and proper nutrition is good for you and will make you better prepared for the event you are training for.” Graeme Obree.
This manual sees the legendary Graeme Obree taking his own unique, and forgive the hyperbole, scientifically holistic, approach to the concept of training, performance and the science within – in all its forms. It is full of deep insights and ideas, the sort you that make sense as soon as you read them. If anyone has the passion, intelligence and focus to both follow this path and to achieve their goals it is Graeme. After all, as the great Robert Millar states ‘he’s got the t-shirt’. Rugby great, John Beattie, sums it up best in his forward when he says, ‘this training manual is different. It makes the complex simple and is for social cyclist as much as the elite. As you read it you hear a great mind at work, thinking the issues through. Issues easily applied to sports other than cycling.’
‘The knowledge here is extraordinary.’ John Beattie, British & Irish Lions.
This is a practical guide for cyclists new and experienced and is well served by thoughtful use of illustrations (by Elliot McIntosh, a student at Dundee University), photographs and quotes. Obree describes the book as his personal modus operandi. As much an attempt to add clarity to the often contradictory advice flooding the sport as an objective manual for the aspiring champion. Obree does offer many opinions, often based purely on his own experiences (sample size of one), but to his credit he states clearly when this is the case and usually offers a deeper insight into the formation of such statements. If only more health & fitness writers took this approach then the seemingly daily bombardment of the anecdotal would be replaced by the evidence based, and we would all be a little clearer in our approach to smoother and faster riding.
‘I hope the advice I’d of use and can make a difference to readers in some small way.’ Graeme Obree.
The books consists of thirteen chapters, fifteen if you count the conclusion and photo gallery and starts with the often overlooked question ‘what is training?‘ Obree focuses on specificity to outcome but with greater thought and flexibility than is usual, with specific focus on recovery recognition – an area I for one have often made big mistakes in! He covers, often with uncomfortable truths thrown in, group rides, solo rides, indoor, outdoor, and what a cyclist needs to think about, recognise in themselves, and to do, in order to adapt and to improve physiologically. The psychological is strongly implied and is a recurring theme throughout – assess your strengths and weaknesses, constantly.
‘… I am, dispensing with commercial sponsorship (not for the first time) and by bringing you the truth as I have analysed it and used to have the success I have had in my career.’ Graeme Obree
The essence of Obree’s message is that training is an activity that once completed, including recovery, makes you better at the activity than before you underwent ‘training’. The rest of the book sets out to help you achieve this lofty goal.
First steps, chapter two, is where Obree describes his fascination with the measurable variables of training alongside the feel of both body and mind. It explains, following a positivist scientific methodology, the need to know your bike/turbo set up and to measure and monitor your performance. Dotted throughout this and all chapters are many little gems of knowledge. The puncture prevention tips are ones I wish I hadn’t had to learn the hard – and costly – way while pulling out thorns on the road from Wigan to Ecclestone!
Chapter three focuses on bike set up; very useful geometry and equipment choices are laid out in terms of your realistic aspirations as a cyclist – reliability and cost… Ok, aerodynamics too!
‘Light, strong, cheap. Choose any two!’ Graeme Obree
Chapter four, The Turbo Session, is Obree’s homage to the equipment, the systematic, the psychological (again) and the preparation needed to perform better than you have before. As ever, there is an almost obsessive focus on on the details of performance setting, analysis and evaluation, but all presented like an affable coffee stop chat, and much better they are for this style too. Dare I say that ‘marginal gains’ may summarise the thinking here? Suddenly the thought of an hour or two on the turbo has new meaning. It has certainly helped me.
Chapter five, Training, is where I clearly felt the gulf between weekend warrior and serious, or elite, rider manifest itself. This is a chapter that is a must read if you want to improve and it certainly ticked a lot of the “I should be doing that” boxes that I have often found floating to the forefront of my thoughts while pootling about the Rhein-Sieg and Eifel (not forgetting the lanes of Essex and Wigan) but, usually, failed to implement with any consistency. I found the his critique of the seven-day training cycle very useful and have, well will (as soon as the snow melts), follow his advice as closely as I can.
“Fundamentally other riders want to talk to you on a two hour ride but the truth is if you can chat then you are wasting you time and [the] opportunity to improve.” Graeme Obree
Obree covers nutrition and hydration: pre, during and post ride, training frequency, intensity and recovery. There is a thought provoking focus on ‘real’ food as opposed to supplementation and training specificity.
Chapter six is is where Obree focus on the ubiquitous psychology of preparation. He emphasises the power of positive thinking and realistic, yet ambitious, goal setting. It is interesting to read about how Obree prepared himself mentally before some of his biggest races. However most of the psychology coved is in full agreement with current performance paradigms, think Dr. Steve Peters and his chimp paradox, but if it helps you then it is a chapter well read. One aspect Obree adds here is routine in thought processes. It’s what worked for him.
Chapter seven, the psychology of racing. As you are now aware the mind is a major player in Obree’s world. No Corinthian he. Prime motives are what are needed and it is the mind that separates the winners from the rest. A chapter for the elite racer lurking inside us all. However, much truth is written here that could benefit each and every reader, rider and racer. Visualisation played a key role in Obree’s own preparations and his rationale is explained in detail. More food for thought.
“A thought is like a thing. Everything you have and do began with a thought.” Graeme Obree
Breathing, chapter eight, is fascinating and presents a novel, at least to me, method of inhalation and exhalation when riding. Obree can be heard explaining this on Resonance FM’s Bike Show podcast from January 31, 2012. (Available via iTunes) I must admit to having had little success here – perhaps I’m always too out of breath to give it an honest go. Here’s the cycle, to give you taster, deep breath now…
– Full breath out (the most important part), Full breath in.
– half breath out, mostly breath back in.
– quarter breath out, breath back in a little.
I rarely get past the second step. Perhaps my nostril and tongue technique – also explained in the chapter – is lacking in finesse. I showed this chapter to a couple of yoga expert friends and both seemed rather impressed by the thinking, process and description. Practice makes prefect I guess… Back to the mat for me!
Chapter nine cover the act, possibly art, of pedalling. A fine chapter – it includes lots of physics so I would say that! The mystery of crank length is covered and then the best techniques to use to turn them, both in and out of the saddle are presented. The aim? To look a classy rider, oh and to improve performance.
Chapter ten is where I really feel somewhat the hypocrite through my own staggering lack of application: Stretching. All is explained from the perspective of specificity and four very useful – even I can, almost, do them – stretches are presented cover all all the major muscles used in cycling. Full colour photographs of Graeme in full stretch accompany the text.
The time trial, the race of truth, is covered, as you would expect, in minute detail in chapter eleven. Who better to learn from? The essence seems to be position, information gathering, set up, equipment selection, and rhythm. Perhaps I’ll try one, one day? They don’t hurt too much do they?
Chapter twelve sees a return to nutrition and diet. It contains a lot of good, solid sense and takes a traditional, real food approach. Obree seems to be no fan of the supplement – as his famous jam sandwich and mouthful marzipan tip will make clear. Cooking your own food from basic, healthy, ingredients is the theme, even down to the baking of your own low-sodium bread. Timing of refuelling is treated with care. Indeed, Obree treats nutrition planning as obsessively as he does training and bike set up. His success lends weight to his argument. You are what you eat.
Illness and other matters conclude the main chapters and includes minimising the chances of illness, when and when not to with and after illness, drinking and eating on the bike safely, hygiene – body and kit (several acquaintances of the road could well do with reading the kit bit!) The message is consistent with all other chapters – learn to listen, feel and respect what your body is telling you. No one would argue with its primary health care message.
The conclusion is best left to Graeme himself. His words neatly summarise the purpose of this novel, useful and, yes, fascinating, book
“Please trust me that this body of honest work is given in the best spirit, I have been the guinea-pig in e quest to refine my training on every level and I can commend it really does work. Knowledge and understanding is a constant quest. This book is not definitive and keeping an open mind on new findings and developments is not only a good thing but essential if you are serious in your search for new and better ways to improve your cycling and athletic performance.
Information is the golden thread throughout this book.
The more information you compile in relation to your preparation for any chosen event then the better prepared for your task you can become and this can make the difference between being a club rider and a world champion. My quest as an athlete was always to go into minute detail in the areas I could influence to affect the outcome to my advantage in terms of my performance. Trust me, if you take care in all aspects of your preparation and performance you will become an improved cyclist and perform better in your chosen discipline, if that is your goal.” Graeme Obree.
I’d give The Obree Way 99% for content, honesty and the fact it’s self-published!
Reviewed by: Nichiless ‘Nicky’ Dey.
Neunkirchen-Seelscheid, Germany
by Hayley Davies | Nov 25, 2012
Part way into my 2nd ‘off-season’ as a cyclist and I really don’t want anything to do with the ‘off‘ part of that phrase. Cold-turkey symptoms clearly kicking in with pangs of anxiety attacking on dark Friday evenings at the realisation that the weather is going to be too cold/wet/windy to enjoy a weekend on the bike and that, shock-horror, I actually have to find something else to do for the weekend. Pure panic sets in and in no time I’m worrying that in the space of a month or two I’ll have lost my form that I spent hard work building up throughout the spring and summer months. My muscles are already aching through lack of use. I can’t have that!
So to keep my inner chimp that much happier, I suggest to my club members that given the reasonably warm-ish evenings (once you’ve 5 layers on and spinning a happy 100rpm), the increasing number of high-vis and high-tech lights that are available on the market, and of course not forgetting our well lit cycle paths here in the Netherlands, that we head out for a night-ride.
Now, getting on the bike, in the dark, and completing 50km is not something I would have considered this time last year. And it’s not because I think it’s unsafe (more to come on that), but more because I wasn’t so bike crazy!
To me, the idea of getting out in the dark, only the immediate road ahead visible, seemed like a great exciting adventure. After all, there’s only so much flat land you can look at here before you get bored. At least riding in the dark would require a little more concentration!
It’s probably no surprise however, that the majority of club members responded as if I’d asked them to jump in front of a train. It ‘sounds scary‘, ‘ooh it’s too un-safe‘ or, it would seem, some of them actually know how to participate in an ‘off season’. Luckily however, another fellow English person, maybe as crazy as me, volunteered to pick the route and accompany me. And that there, is key. Identifying our route in advance, we were able to flag any obstacles or parts of the route that may cause an issue.
Getting on the bike last Monday evening, I didn’t really know what to expect. But being well prepared, I enjoyed it much more than I thought. It was a little odd at times cycling through pitch-dark country lanes, not able to even identify the animals in the adjacent field and unsure if the dog barking ferociously at us is locked up, but the whole experience was much easier than I’d thought it to be. The roads were pretty empty, and the cars that did pass us (thanks to a lot of lights between the two of us), did so with great care; some in fact refused to even pass us – imagine that!
I not only enjoyed my night ride, but I managed to get 50km of cycling in during the week, that I didn’t think would be possible without sitting in a gym or bare room staring at a wall or DVD. So, why not mix it up and get out there and try it too?
________
Want to plan a night ride? Here’s my tips on keeping it safe and enjoying it.
1) Plan the route – know your intended distance and pick a route you’re familiar with or know well. Identify in advance any obstacles i.e. blind junctions, corners, road furniture and make sure everyone is aware of the intended route. Maybe plan a couple of ‘get out’ short cuts or train stations that you can easily get to if you need to cut it short. And of course, be extra vigilant in making calls – forget pointing – you need to be vocal about any little thing that could easily cause trouble.
2) Don’t go alone – as tempting as it may be, going out alone isn’t the best idea. The more people, the more visible you are to others and the road to you. Plus, if you happen to get in trouble (try fixing a puncture in the dark!) 2 is better than 1. However, don’t forget that too many bodies can also be a hazard.
3) Be prepared – I’ve already mentioned the dreaded puncture, so bike maintenance is key. But, should things not go your way, make sure you carry a phone with plenty of battery to last the ride, and enough money for that emergency lift home should you need it.
4) Be bright – this goes without saying really, and I hope I don’t have to go into detail. Lights, lights, more lights and reflective clothing. It can be surprisingly dark on the rural roads than you might expect, so a good headlight or even a helmet light is best (those shadows can give you the eebie-jeebies if you’re not careful!)
________
What kit did I use?
Lezyne Macro Drive Front Light – this is a very powerful headlight but also has 5 settings you can flick between – so dimmer on the lit roads to full beam on the dark country roads. It lasts between 2.5 – 3 hours, so I supported this with a couple of small LED lights, turning off the headlight when it wasn’t needed. What’s great about this light, is the built in USB for charging.
Lezyne Femto Rear Light – nice and small, I was able to hook this light onto my saddle bag with ease. As it is small, it’s easy to slip it off and into
your pocket when you leave your bike/ no longer need it.
According to my friend – it’s nice and bright!
Writer
Riding since Feb 2011 Hayley is a 30 year old female who loves adventures. If she’s not on one of her many bikes or in the water on a bodyboard/surfboard, then Hayley is probably out looking for something new to keep the adrenaline pumping!
Website: www.hjdonline.co.uk
Page 7 of 14« First«...56789...»Last »
You must be logged in to post a comment.