Thursday, September 7, 2017

Reflections on Training

The start of Viscous Cycle Gran Fondo Winthrop 2016. Frame from cool video by C. Warren, Sept. 25, 2016. 
I've been thinking about the experience of athletic performance. Why do we enjoy being out on a bicycle riding hard? When out on a ride, how does one characterize the sensations, feelings, pains, fatigue, heightened focus, fear, anger, excitement, points of calmness and of slowness, sounds, boredom, clarity, satisfaction, and all the other kinds of things that happen? What might make an effort all out? How might it be well described in words? Is that even possible? These are some of the questions that I've been wondering about.

With science we can characterize performance. In my training I rely a good deal on heart rate and I've been following a fairly structured approach - especially with respect to patterns of periodization, how one balances hard and easy efforts and rest, during workouts, across weeks, across months, and for the whole year. Perhaps somewhat counter-intuitively, to go fast, the research seems to show that you should either go easy (about 80% of your training time) or go hard (about 20% of your training time). But, crucially, you should generally avoid the middle ground, with some exceptions.

I've been riding with a heart rate monitor and being quite disciplined about keeping my heart rate within the targeted zones, and building in recovery days and weeks. Sometimes I think that by relying on heart rate I miss out. By focusing on numbers, I worry that I might not be as in touch with my bodily sensations, which arise from different levels of effort. In other words, perhaps the heart rate monitor is a kind of cheating. On the other hand, perhaps if I use a heart rate monitor in particular ways I'll learn more about the sensations that come from exercise. I conclude that the heart rate monitor as a double-edge sword. And therefore it is up to me to learn how to use it well.

Generally, I think that I can readily tell the difference between Zone 1 and high Zone 2 or above without heart rate feedback. But, the difference between high Zone 1 and low  Zone 2 can be hard to detect.

Norwegian Scale
Zone                % Max Heart Rate              
1                      55-75                
2                      75-85                
3                      85-90             
4                      90-95        
5                      95-100

Often enough I'm not able to tell the difference between Zone 1 and below Zone 1.  That is to say, I can be peddling along happily on a "recovery ride" in Zone 1, and all of a sudden I'm in Zone 0.  Or, at times, I can be peddling happily in high Zone 2 and my heart rate creeps into Zone 3 without my awareness. 

Learning how to adjust my gears and my peddling-rate such that I stay in Zone 2 in rolling up-and-down terrain is a challenge. And, of course, on downhills of any substantial length or steepness it can be hopeless. Stop peddling and my heart rate drops like a rock; peddle and I'm going dangerously fast.  Chasing Zone 2 is easy for 2 hours and not too bad for 3 hours.  But, staying in Zone 2  (not Zone 1 and not Zone 3) for 4-5 hours takes a lot of concentration. 

I've found it takes a good deal of discipline to stay within a zone and, at times, alas, I compulsively check my heart rate which takes my attention away from attending to my environment and my bodily sensations, especially those related to smooth peddling. While I don't like the distraction of checking my heart rate, I believe in the importance of staying within my workout zones. I'm in the midst of a fascinating tension. How might I resolve it? The heart rate monitor diminishes my experience but improves my training.

Similarly, the differences between high Zone 4 and Zone 5 can be hard to sense. Nevertheless, within my body, I am sometimes aware of very small differences. I am sure, for example, that at least at present, and when I'm rested, there is a very substantial physiological difference between 161-163 bpm and 164-166 bpm heart rates, at least when riding on rollers. At present, I think my lactate threshold is 163 - about 2 beats per minute higher that my last test. I think this is true, based on how I feel when doing intervals on my rollers.

Relatedly, 2 x 20 min. at high Zone 4 leads to a completely different kind of fatigue than 6 x 8 min. Zone 5 efforts.  And, both of these interval workouts feel quite different than how I feel after 5 hours in Zone 2. Not all kinds of fatigue are equal.

Can I detect the difference between Zone 3 and Zone 4, that middle ground?  Nope. Forget it - it all seems to be about the same. Nevertheless, the research seems to show that there are key physiological differences among Zones 1 - 5, differences that matter a lot in a training program and athletic performance.

Another key measure, of course, is power. I don't use a power meter. Perhaps I should! I only have the very crudest sense of my power output, namely some estimate related to my peddling rate, my gear, the wind, hills, and so forth. With heart rate (a kind of input to my body) and power readings (the output of my body) a huge amount can be learned about how one's training is going. And, then of course, there is peddling rate (what's the difference between 80 rpm and 105 rpm?), measures of neuromuscular efficiency, measures of fatigue, temperature, and on and on. How does paying attention to such measures change the cycling experience?

And then, of course, there are calories (the protein v. carbohydrate kind) and fluid in-take. Just like training periodization one can periodize the number and kinds of calories. Recently, I've found that consistently drinking a post-workout protein drink to be very helpful with my recovery. At least that is my subjective sense. And, I'm pretty sure that a 45 min. fasted recovery ride in the morning does wonders; indeed, evidently such rides teach my body to burn fat. I think, too, that you can learn how to drink and eat efficiently while riding hard.

This business of "quantifying self" is of course taken to the extreme in professional cycling. Still, even for ordinary mortals, the technology and methods trickle down. We too can quantify ourselves. But, what do we gain and what do we lose? And, when you are 55 and seek to have fun and grow who cares about the numbers? The famous sprinter Mario Cipollini was quoted as saying this:
We know everything about their watts, their heart rates, but of what interest? That doesn’t tell us anything about them. If we knew that a rider cannot produce more than 450 watts, then yes, that would be interesting to see on a screen that’s he’s reached his limit, but then again this is just data, useless gadgets that imitate Formula 1 and can only interest people who know nothing about cycling. Mario Cipollini
And Alberto Contador was quoted as saying this: 
In the end, the only thing I'm worried about is being healthy, and arriving to the start of the Tour de France in optimal condition. Every year cycling is more mathematical, but fortunately it is still not entirely mathematics and depends many times on training and also the feeling and how you know your body to arrive in optimal condition. Alberto Contador
And so I think there is something very interesting about the intersection between the quantification of performance and the meanings that we invoke about our bodies when we ride.

In any case, in 1965 these guys were racing on bikes similar to mine.  They are racing on gravel, at least in part. I wonder how they quantified their performance? Whatever! These racers seem to be enjoying themselves, at least by some definition of fun!  Check out the awesome video: 60 Cycles, 

Here's some Quebec gravel from 1965!  60 Cycles, 16 min. film,
directed by Jean-Claude Labrecqu, from the
National Film Board of Canada.
There have only been a few times where I've run, cycled, or x-country skied fast, with a radical and intense feeling of heightened focus and calmness. That feeling of pushing, pushing, pushing yet responding with an odd feeling of effortlessness. In those moments, something special happens. Even without that rare experience whether riding easy or hard, when dry or wet, being alone or in a group peddling a bike and moving along through the wind is almost always life-giving and rejuvenating.

I'm lucky to be alive. To be able to experience the pleasures of turning my peddles is a remarkable gift.

Looking forward to Gran Fondo Winthrop. I hope the Diamond Creek Fire slows and that the forests and properties in the Methow Valley are safe and that its possible for us to visit Winthrop and ride without bothering the fire fighters and incident personnel.

Thursday, August 24, 2017

Fun Summer Rides

The riding has been good.  Good to be alive and enjoying the peddling.  I had a couple of terrific days out with the Seattle Randonneurs.

Seattle Randonneurs Summer 200k Brevet. I rode in a 200 km brevet in a very familiar area but on new roads and trails, along a very interesting route. It was a beautiful day out in the sunshine, riding fairly slowly, enjoying the group and the day.

Seattle Randonneurs Four Volcanoes 300k Brevet. I also rode a truly stunning 300 km brevet where I had the good fortune to see four volcanoes: Mount Rainer, Mount Adams, Mount Hood, and Mount Saint Helens. From the Hotel Packwood, Packwood, WA, my day began at 3:55 AM! The official  "start" was at 5:00 AM, about 10 miles and 1,500 feet up a gravel road (route). Ride or drive? Seemed like riding would be the better option. The Seattle Randonneurs don't fool around on their beautiful bikes!

Getting ready at the start, around 5:15 AM. We started at 5:30 AM.
From the start, we rode gravel on great roads for almost 35 miles, passing Takhlakh Lake with an amazing view of Mount Adams, and then riding south, basically for 50 miles downhill to the mighty Columbia. We then turned right and rode west along the Columbia river into a stiff  leg-sapping wind.  I had no idea how best to control the bike and was terrified that seeking to avoid the ditch a gust of wind would cause me to over-correct and I would find myself in traffic; therefore, the ditch became my friend. Notably, I had the pleasure of experiencing a nice "draft" from a train running west between me and the river - how odd and interesting. The four or five tunnels were unpleasant, not least because an already intense wind became even more intense as it funneled its way through. At about mile 90, at Carson, we turned north and all was excellent as we rode on truly beautiful roads back to Packwood, eventually passing near Spirit Lake, on roads that are used in the Cascades High Pass Challenge. Riding fast down through the woods on rough roads I focussed on being controlled and smooth, trying to give myself a good deal of room to react to bumps and cracks that appear in the road at the last second.  I'm glad it was still daylight - I turned my front light on anyways, aiming to be visible.  I got out onto the valley, which was golden dry, perhaps with wheat or barley, and with long shadows - the sun that was just above the mountain ridges - and I time-trailed for ten miles, trying for smooth and fast pending. At the finish, back at Hotel Packwood, I happily handed over my completed Randonnepuring card.

Mount Adams viewed from Takhlakh Lake, about kilometer 50.
I had ridden almost 150 miles alone. After 7 hours on a bike, I'm generally done - I don't much like it. But, on this outing, I enjoyed the day - the landscapes, the sensations of seeking to be efficient and fast.  I would have to say that this outing was among the best five rides that I've ever done - the route. I think that perhaps next year I will try some longer rides and explore the mindset that's needed to enjoy the very long outings (400k and 600k). Special thanks to Bill Gobie for designing this adventure and for the volunteers at the controls that made the day awesome.

Lion Gravel Challenge. Photo by Phal Lim.
The Lion Gravel Challenge. Wow. Beautiful country to the east of Roslyn. Amazing views. Intricate route. Some very hard climbing and descending. Big rocks and loose dust. Saw a massive elk and a couple of wild turkeys. Windy, too, on the way back.  Just wow. Looking forward to doing this one again next year! Special thanks to the organizers for this tough, awesome challenge. Beautiful  photographs by Phal Lim.

This looks like a great ride: Washington Backcountry Discovery Route!!  Perhaps, a goal for the future!!!

Vicious Cycle Gran Fondo Winthrop

Five weeks until Vicious Cycle Gran Fondo Winthrop. I see that there are over 120 people registered!

As with last summer, my training has not been so structured. For lots of good reasons, I've missed three weeks of training in the last ten weeks, so the time/effort on the bike has been quite choppy, in hours: 15.5  - 0 - 12.0 - 12.0 - 16.0 - 18.0 - 0 - 1 - 8.5 - 8.0. And, I've not been doing my weekly core routine so, predictably, I am starting to feel it in my back and left leg and knee.

With five weeks to go to GFW, here's the plan: This week, I'll try to get in 12-14 hours, mostly in zone-1 and zone-2. No hard efforts. Then, for week #2 and week #3, I'll try for two hard weeks, aiming for about 16-18 hour each week, with two interval workouts, lots of controlled climbing in zone-2 and low zone-3 and sustained zone-2 riding, and easy recovery zone-1 rides. It will be interesting to see how I respond to this training load. These two weeks, if all goes well, will be hardest of the entire year. After the first week off back in late June, when I came back to training I felt very good.  I've found the rest to be so valuable. So, perhaps, the choppy training over the last ten weeks will have kept me rested and ready for some hard work. Then, for week #4, I'll take 3 days off and recover, aiming for about 10 hours, with one hard, sustained Zone-3 effort, a Fartlek session on some technical gravel trails, leg speed work on the rollers, and easy recovery rides. Finally, for week #5, I'll do 4 hours of almost nothing during week with some easy riding and short leg speed intervals, with the key goal of being as rested as possible for GFW.  I'm looking forward to the structure and seeing how it goes. I think its going to be fun!!

This year will be my third GFW outing. So long as the weather is good, I'll try to follow the same basic plan as last year in 2016. Ride reports for 2016 and 2015.

Tires?  Hmmm.  I think I'll go with a 38mm Trigger on the front and 35mm Compass Bon Jon Pass on the back. (38mm tires are generally too wide for the back of my Super Course frame.) I'll ride both in tubeless mode. Some of the gravel, especially in the middle part, was absolutely brutal last year. I think the volume of the 38 mm will be very helpful, although it will be a little slowish on the road. Hmmm. So hard to know what is optimal.  Perhaps, going with the Bon Jon Pass tires would be just fine - I like their efficiency on the climbs and flats and can manage the downhills ...

After every curve I sprint, until I have to break again. I'm not having any trouble with these curves, I'm much too tired now to worry about matters of life and health (The Rider, by Tim Krabbe, 1979, p. 132). I like the spirit of these curves, but I'd rather ride with élan and be alive.

Monday, June 12, 2017

Gran Fondo Ellensburg 2017: Ride Report

Riding the Raleigh Super Course:
On the way to the big hill.
From Vicious Cycle.
GF Ellensbug 2017 was a lot of fun. No lost bottles or pumps, dropped chains, flats, burps, or falls on this Vicious Cycling outing!

Its good to be alive and riding in such a beautiful landscape, with evidently lots of snow still in the alpine.  (On the way home, Edelweiss bowl at Alpental and the bowl beneath Silver peak seemed to be filled with heaps and heaps of snow.)

My wheels and my Compass Bon Jon Pass 35 mm tires in tubeless mode worked beautifully. At about 43 psi, they felt very good - fast on the road, fast and efficient on gravel when going straight, and not bad in on the gravel corners. My sense is that a little less psi would have made them even better on the gravel corners. After the ride, I checked the tire pressure on both tires. No change!  So, I'm very glad that I persisted with these tires and learned to make them work on my DT Swiss R460 rims. They work great on my 50 year old Raleigh Super Course.

I left from Bothell at 5:00 AM, after my usual big day breakfast: Oatmeal, yogurt, walnuts, banana, two eggs, and two pieces of honey toast. The drive was good. I arrived at about 7:15 after a brief stop at Indian John Hill - what a beautiful view of the valley.

We took off under clear skies. I was wearing my long sleeved jersey and knee warmers. That seemed like a little overkill especially since almost everyone else seemed to be dressed for a hot day. The expected high was 75. I was glad for the extra little warmth, especially during the first hour of riding and on the descents. The long sleeves didn't seem to make me too hot on the climbs and it was easy enough to open the zipper.

The ride followed the rhythm of 2015 and 2016. There was the relatively relaxed 30 mile section from the start until the big hill. As the group of 50-75 riders (107 riders finished) went into the wind there was the usual changes of pace with some slowing and speeding up and so on. One needed to pay attention. Staying toward the back, I tried to be as efficient as possible.

At one point, as we crossed a busy road at a stop sign, the group divided. I was way back. So, I had to expend a fair bit of effort to get back to the front. Fortunately, the front group seemed to keep a fairly steady pace so getting back on was not too difficult.

By the time we got to Cle Elum, I had eaten a cliff bar and a rice cake and I had finished a bottle of Gatorade. So, all good on the eating and drinking front.

Then, the big hill. It demanded a very, very hard effort. Just after the first steep climb on the road, I began my effort. In finding my own hard but sustainable pace, I moved to the front of the group. No jumping or hard efforts this year. Once on the gravel,  some riders passed me. I continued at a good pace, mostly in a 34x32. I tried to peddle well. I figured I was among the first ten riders or so and I followed wheels where I could.

About 1/2 way up the hill as I found it harder to stay stable on my seat I said to myself "Hmmm.  I guess I should have done a more core work - planks, bridges, hip flexors, and sit-ups!!" Still, I tried to relax and tried to focus on smooth peddling. Soon enough I passed one rider and I was pretty much on my own.

After filling 1.5 bottles at the rest stop, I continued, and the ride along the ridge was great. I ate another rice cake and drank some water. I tried to keep the bike going, seeking out opportunities to develop or maintain momentum. I rode the descents conservatively and tried to be as efficient as possible. Without problems or even scary moments, I safely got by the big potholes under the trees as we veer left - I think at Butte Creek at mile 39. As regular readers know (ha!), these potholes almost ate me and my bicycle in 2015 and 2016.  Not this year! I started the climb up to the high point.

Up ahead I saw Thomas Baron, and I tried to move up to him. I went by Thomas. Then, 5 minutes later he went by me!  I thought that was a good sign since perhaps we could work together. I noticed that Thomas seemed to inexplicably speed up from time to time. Later, I realized that perhaps he was using his GPS mapping device to anticipate the top of the climbs. That was cool!

By the bottom of the long descent at the second gate, Thomas and I were even. I passed by the gate on the right; he got through on the left.  I like this section, from here to the yummy aid station.  Its rolling and mostly downhill. I tried to work hard on the uphills and recover on the downhills, aiming to be as smooth and efficient as possible.

At about mile 55, Brig Seidel went flying by me!  "On your left, David," he shouts.  I saw him for all of 20 seconds and he was gone, just like that. It must be said: There's no following Mr. Seidel on the downhills!

Meanwhile, Thomas was close by - from time to time I could hear the distinctive sounds of his brakes. I did the best I could on the extensive washboard and many corners, staying right, since I did not want to encounter an unexpected - and definitely unwelcomed - car or motorcycle. I braked quite conservatively, changed gears frequently, stood on the peddles from time to time, while all the time trying to be smooth through it all.

Thomas and I got to the aid station at about the same time. I filled my bottles and took off. I didn't see Brig - I figured he was long gone!  On the way down to this point my eating and drinking were good.

The second climb was really good. I found focus and a good rhythm and I was able to ride well.  Thomas went by me on one of the steep parts near the bottom.  I kept at my pace. Toward the top, where it gets less steep, I found that I was able to peddle quite well.  I was generally in my 34x32 or 34x26. I think a 34x28 would have been the perfect gear. Anyway, I slowly got back to Thomas.

And, we started the downhill together. I don't much care for this descent because the surface is so inconsistent and it is very steep in places.  Mostly, the surface is fine, but then all of a sudden it gets rough and dodgy with potholes or bumps or loose gravel on hardpack. I stayed with Thomas for about 5 minutes, I'm guessing. It was great following his wheel and watching his lines and when he bunny-hopped potholes. He was faster than I and he moved ahead. I didn't want to push and make a mistake. I'm quite uncertain about my ability to appreciate my limits and act appropriately. So, I didn't try to stay with Thomas - instead, I tried to be controlled and fluid.

On the way down, I experienced the first of two scary moments on this ride. All of a sudden, just ahead of me, I saw a drop-off.  As best I can remember, it was a massive hole of some kind and it awkwardly appeared in the middle of the road out of no where.  What!  I really didn't know what to do!  I was going too fast to dare try to stop and I didn't see a way to go left or right.  So, I just went over it and got bounced around. I was able to maintain my balance and all was good in the end. As I was in the air, however, I had that crappy feeling of "Oh no - this isn't going to end well." I didn't like that. Nevertheless, I did get over it drop-off and I continued, determined as ever to be controlled and focussed and within my limits.  

I got to the bottom! Back on the road, safely. I wasn't sure where Thomas was - he was faster than I on the downhill but I wasn't sure how much faster.  Could I ride up to him? I was hoping that he wasn't too far up ahead, so I was prepared to work very hard for the next few miles on the road.

I finished and got a badge!
So, I got on that terrible, short, steep road climb, just after the aid station and I tried to put as much sustained effort into it as I could, expecting that the next 4 of 5 miles might the hardest of the day. Toward the top, I looked behind and I saw Thomas. He was a welcomed sight!  So, I slowed a little, ate some stuff and drank some water.  (I assume that Thomas stopped at the aid station at the bottom of the hill.)

Then, Thomas and I rode together all the way to the finish. I came in with a time of 5 fours 48 minutes, good for 5th place. Thomas was 5 seconds ahead me. We were about 5% behind the winner, Evan Plews, an extraordinarily accomplished rider.  Here are the results.

So, all in all, it was a terrific day out in the sunshine and beautiful countryside. For making these rides super awesome, thanks to Jake and the all the people at Vicious Cycles.

Compass Bon Jon Pass 35 mm tires work great,
on a 50-year old Raleigh Super Course.

Monday, June 5, 2017

Gran Fondo Ellensburg: Getting Ready

The training since Gran Fondo Leavenworth has been good.  I'm looking forward to Gran Fondo Ellensburg, and riding with focus and élan.

I anticipate the ride to follow the same pattern as previous years. (Ride reports for 2015 and 2016.)

My new back wheel is working great. After a little gravel riding, hard uphill climbing, jumping up and down, easy commuting, and fairly hard breaking and skidding the wheel seems solid.  So, I'm hopeful that it will work well.

(On my initial 5 min. ride, the back wheel pinged twice when a put a lot of force on the peddles while going up a hill. Therefore, there was some spoke windup. Bummer.  The wheel got a very little out of true. To fix it, I had to turn two spokes about 1/4 turn each. So, I'll take that, but still more to learn ...)

For tires, I'll use the Compass Bon Jon 35 mm in tubeless mode. Getting the tires inflated and running in tubeless mode was challenging. (One bicycle store, suggested that I return the tire because it was too loose on the rim.  I thought this was bad advice but didn't wanted to challenge an expert in bikes. Another bicycle store charges $11.00 to blast air and inflate tubeless tires, which I suppose is perfectly reasonable; still, I would like to have the tools and skills to do this stuff on my own.)  So, I decided to get my own damn compressor and learn how to do this.

I followed this technique and the tires inflated and snapped into my DT Swiss 460R rims beautifully.   As best I can remember, I followed these steps:
  1. Get a compressor (and ear protection);
  2. Make sure the tape job is beautifully done (on my rims I used 21 mm Stans Tubeless Rim Tape); 
  3. Fill a spray bottle with soapy water;
  4. Take the valve core out;
  5. Spray the tire bead and rim with soapy water; 
  6. Put the tire on the rim; 
  7. While wearing ear protection, start the compressor, and wait there is sufficient pressure; 
  8. Blast the tire with air - behold: the tire inflates, and snaps to the rim! 
  9. Let the air out and take off 4 inches of tire;
  10. Dump 2.5 oz. of sealant (Orange Seal) into the tire;
  11. Put the tire back on the rim, being careful to not spill any sealant; 
  12. Blast the valve with air - behold: it inflates! 
  13. Put the valve core back on the valve; 
  14. Take out your hand pump and pump the tire up to 55 psi (the recommended max is 60 psi; with tubes, the recommended max is 90 psi); 
  15. Bounce the tire around and spin the tire around; 
  16. Lay the tire down so that it rests horizontally (alternate sides); 
  17. Wait 10 min.;
  18. if count > 5 goto 20; 
  19. Goto 15; 
  20. Put away the compressor, trying not to hurt your back; 
  21. Be very happy :). 
If you need a damn compressor to inflate your tubeless tires just let me know. Perhaps, this Air Blaster or Airshot are better solutions. I like their elegance - perhaps something to investigate in the future.

I'll be riding the tires at a little under 45 psi. 

Meanwhile, I've been enjoying my riding and thinking about the monster climb (6 miles at more than 8%), the beautiful ride along the ridge, and so on.  Also, I'll be on the lookout for those massive potholes that might one day eat an entire bicycle and rider, about mile 38 where a seasonal stream crosses the road, under some trees, and we go to the left, climbing to the highest point of the ride.

Gran Fondo Ellensburg profile - see course at Vicious Cycle.

Monday, May 29, 2017

Gran Fondo Leavenworth 2017: Ride Report

GFL 2017 was terrific.  A great day to be out riding. Sunny and warm all the way! (GFL 2016: report.)

The beginning was a "neutral start" (its not a race, of course). We rode out to Eagle Creek road (112), with Jake driving a moto. This was followed by a steady ride up to the start of gravel at Van Creek (NS 7520).  At that point all was well. I was warmed up and feeling relaxed and enjoying the day.  Segment #1 finished (12 miles).

On the gravel, I found a good gear and just relaxed. As the climb steepened, the group spread out. I kept at it - the sensations were good. Frequently, I found solid sand at the side of the road that was smooth and seemed to roll better than the middle of the road on the car tracks. Once at the top, I slowed a little to eat two rice cakes and drink a bottle. There were a couple of patches of snow, one of which I had to run through. All continued to be well. Segment #2 finished (18 miles done; about 3,000 ft climbed, from about 1,044 ft. to 4,100 ft.).

The downhill was fast and quite smooth. Two riders went went by me, one at tremendous speed. Wow! I went by the first aid station. No stopping. I had lost my empty bottle on the way down (bummer) and my other bottle was 1/2 full.  Segment #3 finished (25 miles done).

I kept riding. Shortly after eating another rice cake and finishing my second bottle, Brig Seidel and, I think, David Visser came up to me.  The three of us worked together, taking 30 sec. turns. We turned right at Ardinvoir and went down the valley on 19 toward Entait.  We were making good progress and were getting closer and closer to a group head of us.  Just as we made contact with that group, a group of four or five riders came up to us.  So, as a group of 12 or so we arrived at Entait. Segment #4 finished (39 miles done).

Brig Seidel gives a lively and fun account of this ride from Ardinvoir to Entail - and, indeed, for the whole tremendous ride!

I drank a bottle of water. Filled my bottle with water and put a small bottle of Gatorade into my pocket. And, I took off along 97.  Shortly thereafter the group of 12 or so re-formed on 97. At this point, I was extremely happy since I wouldn't be fighting the wind alone and I was in a group of riders which, of course, is awesome!

But, alas, stuff happens. As we were riding on 97, I noticed a good number of rocks. Some were fairly big. All were ugly. We were, being polite riders, pointing them out to each other. Last year I recalled seeing them too.

While I was acutely alert to the danger, I somehow managed to run over a rock on my back wheel.  I didn't see the rock. But, I did feel and hear it. Where did that come from?  There was a tremendous bang and the tire was flat almost immediately. Bad luck or what!

My guess was that I had slashed the tire and that my day was over at about mile 43. I stopped peddling and kept my hands off the breaks. The riders went by me and off into the distance.  Fortunately, I was able to control the bike and not cause anyone near me too much trouble.

I stopped, got out a tube, blew up the tire. That worked. I noticed that the wheel was still true.  That was good.  Just as I was finishing up, a group of three riders went by me.  I jumped back on the bike and started riding hard. After about five minutes or so I got up to the group. This fairly short effort was by far the hardest all day. And, all was well again because I was able to comfortably ride with this group, taking turns along 97.

We got to Swakane Rd. and I started big climb #2 - the infamous Swakane Canyon; my first time up.  I tried to get into a solid pace. The terrain was highly varied, from hard rocky rocks, to sandy bits and pieces, to loose rocky rocks, with flat sections and ups and downs. I found it quite hard to get into a rhythm. And, I found myself grinding on some of the steep pitches and lallygagging on the flatter parts. I felt good but where was my rhythm?  I have a lot more to learn about riding that kind of road.

I made good progress. I got to the aid station and filled my bottle, and I kept going.  I had passed perhaps five people on the way up and I was passed by one rider.  Then, towards to the top I went by Brig. I checked in and he said that he was "good."  From the aid station onward, I found it extremely difficult to keep the momentum going - each up and down seemed to sap energy and there were a couple of short climbs that seemed very, very steep.  Anyway, I made it to mile 64 or so (big climb #2, segment #6, about 3,000 ft done, from about 730 ft to 4,000 ft.).

I started riding downhill. Not knowing what was ahead, I rode conservatively. Yet, I went around a corner and my front wheel came out from under me! I was on the ground on my right side before I knew what had happened. Bummer.

I think I landed on my shoulder first, then my head took some energy (thank you helmet). I think my hands were still on the bars when I landed, since both brake handles were messed up. I got up and checked things out.  My arm and shoulder seemed to be scrapped and the bone below my ribcage was throbbing.  Generally, the muscles on my side sore but my legs, back, head, hands (thank you gloves), and left side were okay.  My jersey was not ripped and generally, all and all, I felt pretty good.  So, I banged the brake handles back into place and continued.

And, wouldn't you know, I almost ate it on the next corner.  What was going on?  It took a few more minutes, but I figured it out - my front tire was soft! I couldn't turn because it didn't have much air in it. Bummer.  I pumped up my tire (alas, I lost my other cylinder of compressed air somehow).

I continued. At about this point Brig passed me, saying "I'm on your left.  Hmm. Actually, I'm on your right. Everything okay?"  I said "yup - just great!"

I continued. I think I realized that this was not going work. Yet, I also wanted to save the day and ride as best as possible.  However, I found it extremely hard to control the bike and I started to use my back brake - which wasn't working so well since I sensed a big bump on the rim! More on that later.

It was disappointing to see riders zoom past me. And, I felt envious. Still, I wasn't banged up too bad and I was coasting. That would have to be good enough.

So, anyways, I stopped several times to pump up the tire. I got out of the twisty downhill part and onto some better quality smooth gravel when, alas, I got a flat on my back tire. So, I stopped and replaced the back tube with my second (and final) tube and I pumped up my font tire again.

Jake stopped with his moto and asked if I needed anything.  I said "nah - everything is great!" Which, to be honest, was more or less true! At this point, I decided: Let's call it a ride and get back to the finish safely.

So, from about mile 66 to finish at mile 80 I road, basically, on a flat front tire. I thought about stopping to patch my second tube. I brought a patch kit but decided that perhaps limping back slowly and stopping from time to time to pump up the tire would work okay. Alas, it would have been better to stop and patch the tube and then continue. I think I would have given myself more style points for stopping and patching. Patching the tube would probably, actually, have been quite enjoyable in the nice weather. A woulda, shoulda, coulda situation. (Over the last 14 miles or so, Brig was about 40 minutes faster than me!  Here are the results.)

All in all that was great day!  Glad to be alive. And, glad to have worked the circumstances as best I could. My fitness was good and I felt good on the bike and it was wonderful being out in the countryside near Leavenworth with all the other riders. I enjoyed the snow, the little streams here and there, the sounds and smells of Swakane Canyon. I particularly enjoyed riding with Brig and David down to Entait. I'm lucky to be able to participate with such skilled and fit riders.

So what did that rock do to my back wheel? Have a look.

Gran Fondo Leavenworth rim damage. I hit a rock at about mile 43.
From the outside it deformed the rim inwardly (see left side of the figure).  With the tire off, notice how the rock crushed the rim downwards such that there is no longer a shelf for the bead of the tire to fit to the rim (see right side of figure). No wonder the tire lost air quickly - the integrity of the interface between the tire bead and the rim was completely destroyed by the rock. No bending that back into place.

Interestingly, too, that the damage is right beside the valve hole, a coincidence, I assume.  The Compass Bon Jon Pass tire does not seem to have been damaged!

With Gran Fondo Ellensburg coming up, I need a new wheel.  I had a rim. So, following Roger Musson's superb book, I build a new wheel. I kept everything the same except for the new rim. The spokes should be fine. They had been worn into the hub so, according to Roger, no need to mess with them.

To do this I taped the new rim to the old rim. I then went around, moving the spokes from the old rim the new one, carefully oiling the spoke holes and the ends of the spokes.

New wheel for Gran Fondo Ellensburg. Good-bye old friend; hello new friend. Note: Those circles on the green tape tell me where the valve hole is which is always a good thing to know.  
To the left in the figure, you can see that I have one more spoke to move over to the new rim. Thank you Roger Musson for this excellent technique. The spokes won't even know they are connected to a new rim, which can only be a good thing!

Once the new rim was laced I got out my nipple driver and got to work.  I focussed really hard on radial trueness by being as precise as possible with the nipple driver and my spoke wrench.  Based on prior experience with these spokes and rim, once the nipple driver disengaged I loosened the spoke one full turn. That enabled me to lace all the spokes while also keeping them relatively loose which makes dishing the wheel and everything else easier.

The wheel turned out great. I've pre-compressed the spokes and tried really hard to avoid spoke wind-up. But, we will see. When I ride the wheel there shouldn't be any pings. But, we will see.

I need to get some new tape. And, I'll get a new valve stem. Then, I'll be ready to give the wheel a whirl. First I'll ride a short distance slowly.  Then, I'll jump up and down on the bike for while. I'll ride a few miles and work my way up to some very hard braking on gravel. Hopefully, the wheel will react like the old one - solid.  More to come ...

Good to be building wheels. Good to be learning how to ride. Good to be alive. And, looking forward to Gran Fondo Ellensburg.

Thank you Vicious Cycle for a great ride at GFL and, generally, for all the bicycle awesomeness!!

Sunday, May 7, 2017

Training Update

Two weeks until Gran Fondo Leavenworth! Time to taper. So, next week (#19), I get to do about 8 hours and then 4 hours to be ready for GFL.

The training over the last 18 weeks has been good. I've tried for a good deal of structure. Basically, two hard weeks followed by a recovery week. The complication was that on the 1st week of February I got the flu and I didn't do anything for 10 days. So, to try to "catch up," I did three weeks working up to 16 hr. Week #10 was hard - I got kind a grumpy there for a while with the cold, dark, rainy riding.

I have found that the recovery weeks to be really good for feeling fresh and focussed.

Generally, for weeks 1-14, I did one V02 Max interval workout on rollers, one long (3-6 hr) weekend ride, morning recovery rides (Zone 1) on my commute, and evening commutes of 45 min - 2 hr.  Basically, I tried to keep my heart rate out of Zone 3 and Zone 4 - I've been trying to ride easy (recovery in Zone 1) or ride solid (endurance in Zone 2) or ride hard (intervals in Zone 5).

For the V02 Max workout I began with 3-5 x (6 hard + 4 easy). Starting week #12, I've been doing 5-6 x (8 min + 4 min easy). If I get 40 min. in Zone 5, I call it a super great workout.

I have found that my warm-up to doing these workouts is extremely important.  I can't be lazy. During one session, for example, I warmed up for 15 min. in Zone 1 with two or three 30 sec. hard efforts. This was inadequate. I know this because when I tried to do the first interval I couldn't get to Zone 5; instead, my heart rate hovered just below zone 5.  At first, I thought "bummer - I must be particularly tired or about to become ill."  But, I persisted and the next interval followed the usual pattern: With a lot of effort, it took about 2 min. to get to Zone 5 and then I was able to stay there for 6 min.  By the time I got to my 7th interval (I called the first one a "warm-up"), I got to Zone 5 in about 1 min. 15 sec. and I was able to stay there for the next 6 min. and 45 sec.

My performance on the V02 Max workout seems to be highly sensitive to level of fatigue, amount of sleep, amount of stress, etc.  For example, on the week before I got sick with the flu, I had a terrible time doing the intervals and I had to bail after 3 of 6 planned efforts. If I do two long days in a row (total of 6 hours) and then do the V02 Max workout, I can't get to Zone 5. If, however, I take an easy day before the intervals, things go much better.

But, fascinatingly, I never really know how I'm going to do until I try.  Some days, I start out feeling not so good and I get better; other days, I seem to feel good at the start but the efforts are pretty uncomfortable. All very interesting. Most recently, I have found that intervals 3-5 are easier than intervals 1-2.  I wonder if that has something to do with being warmed up.

There is so much to say about V02 Max intervals - each workout is filled with sensations, challenges, and accomplishments, part physical and part mental.  The pain and success.  There is a weirdness about looking at the heart rate numbers, the cadence, and the count-down clock: "four more minutes to go ... oh crap ... I better try to relax... Oh, still 3 1/2 minutes to go... oh crap I better try to relax, etc. ..."

For weeks 15-18 I have increased the riding intensity while keeping the volume about the same with more work in Zone 3 and Zone 4. I've done, for example, a couple of hill interval workouts in Zone 3 and lower Zone 4; a couple of 60 min. efforts in high Zone 4 on flat terrain; and three sessions with  45 - 60 min. Zone 3 efforts on my long rides (in the best case I got 3 hours in Zone 2; 2 hours in Zone 3; and 1.5 hours in Zone 1).

So, hopefully, these four hard weeks will consolidate the training, and allow me to ride well in GFL.  I'm looking forward to the challenge.  What's missing?  Specificity - that is, long sustained climbs, long descents, and then again. The longest I climb for is about 10 minutes and 450 feet.  Still, when I do climb I feel comfortable on the bike and I think I've done much more climbing this year than last year. And, most of my climbing has been very controlled - in high zone 2 and low zone 3.

During my training, I've lost about 15 pounds (after gaining about 10 pounds November and December 2016).  It's hard to know how much to eat. For me, I'm guessing that it's probably not good to be less than 145.

The Compass Bon Jon 35 mm. tires are awesome.  They work beautifully in tubeless mode. I've been riding them with about 43 psi in the back and 40 psi in the front.  Hopefully - fingers crossed - they will do well in GFL.

Its good to be alive; its good to ride.  I'm very lucky to have the opportunity to train for and ride in the Gran Fondos.