Last year, the CDNW women’s league, open only to 2nd, 3rd and 4th category riders, was thought by everybody involved to be a resounding success – an average of 40 women at each race, with 70 women registered for the league. I was approached by Victoria Hood as she loved the concept and wanted to bring something similar to the women of Yorkshire.
After numerous conversations with BC Yorkshire, it was agreed that we would try and bring the same level of racing to Yorkshire.
Organising a women’s road race has historically been a massive risk to organisers, especially when it is the sole event, so persuading some organisers to assist us in our quest was key. Pete Sutton, the Regional Events Officer for Yorkshire, has been a star, and he even spent the afternoon with Victoria and I going through all of the potential dates to ensure that there were no clashes with existing similar events in the North West.
This year, I have been trying to build a community atmosphere for women who want to have a go at racing by using the #partyontheroad hashtag. It is hopefully working – 68 women took to the start line on Sunday, at an industrial estate in Skelmersdale, with rain threatening. 64 of those women finished. The race next Sunday already has 51 entrants, with more due to enter on the day.
As the time is NOW to keep building on the momentum in women’s cycling, a lot of work has been going on behind the scenes to bring you the Yorkshire Women’s Road Race Series – these are all linked via the Series on British Cycling’s website here:https://www.britishcycling.org.uk/events?series_id=380 The Series is being supported by Jadan Press, from Hull, so there will be an overall series winner – with cash!!!
It isn’t a league, like the CDNW women’s league, which means that we will need volunteers to assist at each race as there isn’t a league where you register and have to marshal (it was £92 to register the league, whereas a series is free). Any offers of assistance will be greatly appreciated, even if you bring a mate with you to watch the race! It is the #partyontheroad after all!
This race is organised by Marc Etches. Marc organises the Sheffield Grand Prix, which has been a fixture in the National Women’s Series for many years. Marc’s club, Sheffrec CC, organise a Spring Road Race, and he offered to run a women’s race in the morning, before the men’s event in the afternoon.
This is a great starting event, being only 35 miles in length. For anyone from down South who has entered the Alexandra Tour of the Reservoir, why not enter the Sheffrec race too?
The circuit is on Strava – link here: http://www.strava.com/segments/1445730 – I absolutely love this circuit, although I have only ridden around it the opposite way around!
3. Albarosa CC Road Race – 15 June 2014
Currently being finalised – I will update you when it goes live, but for now hold the date!
4. PH-Mas Road Race – 3 August 2014
This race is also in the process of being finalised. Once it goes live I will add the date, so just keep it in your diaries for the time being!
The course is being fun on the Seacroft Wheelers RR circuit at Bishopwood, near Selby, and the circuit is here:
This event is going to be held on a new circuit, which is first being used on the 15 May 2014, so I’m afraid I don’t have any segment details for you just yet!
Food for thought…
There aren’t many events where you can win hard cash for no entry fee. That and the fact that the #partyontheroad is coming to Yorkshire, why wouldn’t you want to get involved?
Hopefully I will see some of you there…
My thanks to Martin Holden Photography for use of the photos, as well as to all of the organisers of both the CDNW Women’s League and the Yorkshire Women’s Road Race Series. Without organisers, we have no races…
I’ve been listening to a lot of chatter on the internet lately about the do’s and don’t’s of Track Sprinting training and racing, so here is my advice as a coach.
1. Just because someone faster than you is doing something doesn’t mean it’s the right thing for you (or even them!). Some riders are just plain more talented than others and can still be quicker than you even training badly. At the Olympics, World champs, World Cups etc that I’ve been at I’ve seen riders with frankly ridiculous warm up protocols, poor technique in starts and horrible bike set ups, and every one of them is faster than me…. but they could be so much quicker if they were doing it better.
This goes for coaches too, it’s irrelevant how quick your coach is as a rider if they can’t understand how to relate that training to you and your needs. Often the riders that aren’t as naturally gifted make better coaches because they have had to analyze themselves more carefully to compete with their more naturally gifted counterparts.
2. Gearing is the biggest misnomer right now, firstly cadence is where you should be focussing, the gear choice being a byproduct of that. Emulate the elite guys cadences not gearing. For a variety or reasons gearing in training is different from gearing in races, and is usually a fair bit smaller (except over geared training efforts), think about this when designing your training program, again go back to cadences, you will find 94″ on a cold windy outdoor track is a very different gear to 94″ on double discs and tires at 220psi on a wooden indoor track, train at the cadence you want to race at not the gear you want to use.
3. The current trend for super big gears is a little misleading for most non elite riders (by elite I am talking 10.5 and under) for the less well trained and efficient athletes whacking the gear up can have a short term speed gain, it doesn’t mean it’s helping your long term development, and then we come to racing itself……
4. I know its fun to brag sometimes about things like peak power/max squats/chainring sizes etc, however it often becomes a focus and leads you away from the real aim which should be to win races! Too many people focus too narrowly on small areas and not seeing the whole picture. The 200m is just the entry ticket to the races, if your training is constantly about the “right” gear/cadence to do a good 200m there is a good chance you won’t be able to race as well as you could.
The Elite riders I know can do the same 200m time on gearing between 102 and 120 but you won’t catch them racing on 120! most will race on between 4-8″ less than they qualify and are pedalling at way higher rpms in a race than almost everyone who hopes to emulate this success.
The gear you choose to race in needs to be able to cope with a variety of tactics and scenarios, having an “overspeed” buffer where you can still be effective over a wide range of cadences is a big advantage, especially when rushing the slipstream on an opponent. Bear in mind the steeper the banking and the tighter the radius of the turn the more your rpms will go up in the bends, it can make quite a few rpms difference between the outdoor track/road you train on and the indoor one for your major comp.
5. There is no magic formula, no silver bullet, no perfect answer. Real progress is made by a combination of lots of factors, with the gear you use for your flying 200m just being one small part. Do you get enough quality rest? Is your diet conducive to excellent recovery? Are you working on all the aspects of your sprint? Starts, accelerations, top end speed, speed endurance, form, aerodynamics, recovery between efforts, tapering, roadblocks, rest breaks, mental prep, practicing tactics-observation, injury prevention, supplementation?
Some of these things are quite personal too, what works for Bob might not always work for John and vice versa. Although there are a lot of things that will work for the majority of people if applied at the right level for them and not just copied ad hoc from the elites.
6. Gym work.
In my experience with the athletes I have worked with and the ones I see racing and hear about, gym work is a vital part of MOST sprinters training. It’s the most effective way to build muscle mass (if you need more which isn’t always the case..) and can also be very effective at teaching better fibre/neural requirement.
What you do in the gym though can make a big difference, the training these days is quite different to the more body building programs of the 80-90’s and early 00’s. Todays sprinters are leaner yet stronger. Numbers are totally personal, just because you can back squat 250 and the other guy can do 400 doesn’t mean he will be quicker (Theo Bos couldn’t back squat more than 150kg apparently, he seemed to do alright…), what is relevant is progression, USUALLY an increase in gym strength for a rider will correlate with faster times on the track although there can be occasional exceptions to this.
Gym is quite rev specific with most of the gym gains relating to roughly 0-75rpms on a bike, anything much over 100rpms is very difficult to train with gym work. Other factors are the age of the athlete and also how their body handles weight training, some athletes can cope with it really well and others get broken by it. Again the guys that make it at elite level are usually the ones that can cope with big workloads and big poundages. They are just more gifted than us at training, but what works for them now might be having some long term negative payoffs for later life. There comes a point where training at elite level goes past what is truly healthy for some people, worth considering when racing a bike is your hobby not your job… find what works for you, if your lower back can’t take squatting/deadlifting at a weight that’s useful try leg press or single leg squats instead. Don’t risk your long term health. Again find out what works for you and be prepared to change it when it stops being effective or causes you problems.
Finally… yes you can become elite/fast without weights, they are just a useful tool if you can handle them. ALWAYS put form 1st, remember you are using weights/resistance training to go faster on a bike, not to be the strongest guy or girl in the gym, little and steady improvements here are the way forward.
7. Equipment
The difference between high quality tires and clinchers/training tires is as much if not more of a time benefit than between spokes and aero wheels/discs. Frontal area matters, aerodynamics is a very complicated arena, a simple rule of thumb for most of us though is if you make your frontal area smaller you will go faster for the same given power output, this goes for weight too, with 3-4kg’s being roughly a 10th of a second over a flying 200m, and more like 2-300th’s over a standing lap. Think about that when buying expensive wheels, laying off the cake could have a bigger gain 1st…
For those of you that don’t know, when I’m not praying or meditating on the meaning and worth of pain, I work in a bike shop. Selling, maintaining, riding.
One of the questions I get asked a lot in the shop is ‘what is the right lube to use on a bike?’
There are as many types of lube as there are applications for it, and with good reason. Most of the time people are using the wrong lube for the wrong application and directly or indirectly bugger everything up.
Who hasn’t seen a chain laden with sludge, with slop dripping off the jockey wheels and cassette?
That’s not lube – it’s dirt. Dirt that’s stuck to the lube.
Who hasn’t seen a completely rusted chain, or a headset so gone that there’s rust dribbling down the fork? That’s caused by water ingress past the grease.
All of these parts have been lubed, but what has gone wrong is either the quantity, the quality or the regularity of the greasing has gone wrong.
I guess I’m going to go over parts of the bike, starting from the inside out and try and explain what each part does, what the function of the grease is in that scenario, and therefore how much lube, and what thickness of lube to use.
Before we start, we need to talk about assembly grease. Most parts on a bike that require a screw thread are made of aluminium alloy. One of the important things to note about aluminium is that similar to iron, when exposed to oxygen it forms an oxide, which unsurprisingly is called aluminium oxide. When alloy and alloy screw or press into each other, in time the separate pieces oxidise, much like rust, and ‘dry weld’ themselves together. Cue new chainset when someone hasn’t put a dash of grease on the pedal screws before fitting them. Cue new frameset when someone hasn’t greased the bottom bracket threads before tightening the cups.
Grease provides a barrier between the alloys, stopping them seizing. It also serves to keep air (and therefore oxygen) and water away from the greased part.
Assembly grease is cheap, and you don’t need much, but whenever you are fitting two pieces of alloy together, you *must* use it. Lecture over.
There is also carbon paste, for putting carbon things together. This contains tiny particles of carbon, which act like a grit and bite into the parts to stop them slipping. If you’re putting a carbon seat post into an alloy or carbon frame, be sure to use carbon paste. Else your seatpost will slip and you’ll find your groin slammed into the top tube. And that’s not pleasant. I can testify.
So, bearings and internal greasing:
First up, my go-to lube for internals and bearings is Finish line Teflon Grease. It comes in a tube to which you can attach a Finish Line grease gun, which makes greasing hubs and bearing internals an absolute doddle. It also works great as an assembly grease. When I say grease, I mean this stuff unless I specify otherwise. The grease is about a fiver, the gun about 20 quid, but should last forever. This stuff shouldn’t be used on rubber seals though. The lithium in it eats rubber. If you’ve got a part with a rubber seal, I’d recommend White Lightning Crystal Grease.
Bottom brackets, like the hubs, are an axle spinning in a ring of bearings. The BB bearings come in three main types – cartridge, threaded cups and press fit sealed bearings.
In a cartridge system (such as Square taper, Octalink, PowerSpline), the axle and bearings are contained in a single unit. The axle sticks out either side to provide space for the cranks to be fastened to. To get to the bearing we must (once the BB is removed) peel back the weather seals and apply the lube directly onto the bearings which are just inside the shell of the BB.
As they’re so close to the surface, and the BB gets a regular dosing of road spray, the lube we use needs to concentrate on keeping water and other solvents out, keeping the bearing running smooth and must be thick enough to stick around for the long term. Even the most die hard of us won’t strip the seals off a BB more than once a year – else we’ll knacker them through our over zealous intrusions.
To perfectly fulfil this purpose must be *thick*. Wayne Rooney thick. Almost solid.
So on your cartridge BB and hub internals, you want to have the thickest, most water resistant grease you can get your paws on. I tend to use lithium grease because it’s thickish, water resistant and messy, and a BB service isn’t a BB service without your clothing being covered in greasy smears.
Threaded cups are a lot more simple. They’re sealed, you can’t get in. When you bugger them because you were careless with where you were spraying degreaser when cleaning your drive train, you chuck them out and replace them. Good thing is they aren’t expensive. Bad thing is, you really need to be taking your bike to a shop to get it changed. However, assuming you have a Hollowtech II tool, a torque wrench and a work stand, you just put a bit of assembly grease on the threads and whack it in.
Press fit bearings (BB30, BB90, PF30 etc) are when the sealed bearing themselves are just pressed into the frame with no cups, either by hand or with a pressing tool. The benefit is that the BB shell (the tube in the frame through which the cranks pass) can be much wider, and therefore stiffer. The bearings are sealed, so once again the internals are ‘fire and forget’. For some ungodly reason, some manufacturers are now fitting these into alloy frames (as if they need improved stiffness) which means that the metal shell and the metal bearing rub against one another causing the whole frame to creak with every stroke. The trick here, to stop the creaking, is not to buy an alloy frame with a BB30. Or a carbon frame with an alloy BB shell and a BB30. Seriously. A thick pasting of grease, applied regularly to the inside of the shell, might help the situation if you’ve already bought said Boardman/Cannondale.
Headsets also come in different types, notably integral (often 1 1/8″, sometimes tapered to 1 1/2″ sealed bearings pushed directly into the frame) or external (usually 1″ cups screwed onto a threaded fork). For integral bearings, just apply a thin coat of grease to the inside of the shell and gently press in with a headset press. For external cups, these should be cleaned and repacked with grease annually, similar to hubs. Lithium grease, again, works wonders.
The only other internal part that springs to mind is the freehub body. There may or may not be another guide on servicing these, but in here we need to ensure that hub, pawls and springs can all operate smoothly. We *have* to have a clean, dirt free environment. I tend to use Shimano Mineral oil in here, because it’s so thin, but then again I service my freehub every couple of months. If you’re not that keen, a wet chain lube or a thin coat of White Lightening Crystal grease can work. Under no circumstances should any thick grease be applied in here. Stuff like ‘tenacious’ chain lube and lithium grease can gum up the whole sensitive apparatus and stick pawls in ratchets/stop star ratchets disengaging from the hub body. It has to be thin. And it HAS to be clean. Remove all the bearings, degrease thoroughly [with a degreaser naturally]. Clean with a clean cloth, remove any remaining degreaser, dry either with cool air or time (don’t use a hairdryer, you risk warping parts), and put a droplet of mineral oil on each pawl. Massage it in to ensure good coverage. Put a couple of drops on the ratchet inside the freehub body, then slip it together. Give it a spin until you can hear each pawl engagement as a distinct ‘click’. If you can’t, take it apart, clean it better, and use decent lube like I just told you to, you numpty!
Cables need lube when putting on. An oil based thin lube, like wet chain lube or mineral oil can smooth cable actuation and keep the outers from rusting. Just put a small amount on when fitting, don’t worry about redoing it. For those of you with high end groupsets, consider a polymer cable system. Shimano’s coated Dura Ace cableset is pretty damn good.
Now, lets talk about Chain lubing:
Use Lube image by Angela Richardson
Whatever you’re doing, chances are you’re doing it wrong. I had one gentleman storm out of my shop giving us all abuse because we suggested that WD40 was not a suitable lube for his chain. He’s been doing it wrong for 35 years, apparently, and got quite attached to doing it wrong, and was enraged when a qualified mechanic thought he should know that there was a better way.
So, if you’re reading this, don’t take offence. Just know that there are a lot of lubes for a lot of riding styles and conditions – and while there are compromises, GT85 and WD40 are not suitable lubes under any conditions.
So as we’re here, lets start with WD40. ‘Water Displacer 40’ was the 40th iteration of it’s inventors (you guessed it) Water displacement formula. In order to push water out of tight spots and prevent it’s reentry, WD40 is very thin and has a deep penetrating effect. It’s highly flammable and a volatile solvent. This thin, solvent property provides its most useful cycle related application – cleaning.
While to remove thick, encrusted dirt (like on old hub bearings) a stronger degreaser is needed, for chains and other minor degreasing jobs WD40/GT85 works a treat. Spray it on a cloth, then grab hold of your chain and watch the gunk wipe away. GT85 is basically the same stuff, but it leaves a teflon coating which does serve to provide a long term lube for things that don’t move a huge amount. Like door hinges. And drawers. That is the limit of it’s usefulness. Is you bike chain a water filled crevice, a door hinge, or a drawer? No? Then don’t use a solvent intended for that, then.
WD40 also serves to help us unseize stuck parts. You know, when you didn’t use assembly grease, like I told you to.
So what lube should you be using?
Wet: Oil based, Wet lube is ideal for wet and muddy conditions where a water based lube would get washed away.
Dry: This is kind of like a talcum powder suspended in solvent. It penetrates deep into the chain, then the solvent evaporates, leaving a layer of slippery solid behind. Ideal for long dry rides or sandy/dusty conditions where wet lube would be turned into a sand paste.
Ceramic: These can be wet or dry, ceramic lube has nanoparticles that leave a protective coating on the chain, enhancing it’s life and making shifting smoother and quieter. It is sometimes branded as ‘Stealth’ lube.
Chain lube usually comes in two containers: a spray can and a bottle.
Spraying lube around tends to cock up brake surfaces, pads, internal greases etc, so stay clear. Buy bottled lube or not at all.
When applying lube to the chain, we don’t just throw it on. To do so would likely overlube, meaning that road debris is more likely to stick to it, and any dirt already on the chain is going to get carried into the rollers and booger them pretty quick. First grab that WD40 that you’ll never need and spray it liberally onto a bit of cloth. Grab hold of the bottom of the chain with the cloth and turn the crank backwards, pulling the chain through the cloth. This should really be done after every wet ride, but compromises exist for a reason. I don’t even bother with my Ultegra 11-speed chain. Do it before every lubing though. While you’re there, just touch the cloth to the jockey wheels of the rear dérailleur as the chain is moving to clean the gunk off there.
When the chain is clean(ish), apply the bottle of lube to the bottom of the chain, just in front of the lower jockey wheel and turn the crank backwards. You want a thin line of lube to form down the centre of the chain – not too much. Turn the crank backwards for a minute or so after you’ve lubed it – this helps the lube sink into the rollers – then wipe of the excess with your rag – again grabbing the bottom of the chain and running the crank back.
Do this every couple of weeks or every 200 miles, whichever is sooner.
Every 600 miles or so, take the chain off and clean it thoroughly. Follow a guide from Sheldon Brown or something on Youtube on how to do this. Dry and lube thoroughly afterwards.
What not to lube:
Tyres. Yes, people can be that silly.
Brake discs. Seems obvious, but you’d be surprise how many people try to resolve a squealing disc brake with a touch of lube. The squealing is caused by glazed pads leading to a lack of friction, not by too much friction. If you have lubed the disc, you’ll need new rotors and new pads.
So there you have it. The right grease, in the right place, in the right amount. Simples.
A short film by CircuitPro giving a flavour of the Tickhill Velo Grand Prix Cycle Race held in September 2013. The next event is going to be the BIG ONE … 24th August 2014
The Tickhill Grand Prix on 24th August has joined up with new Electrical giant YESSS ELECTRICAL who will be their title sponsor for at least the next 3 years.
The Tickhill Grand Prix is a closed road cycle race through the streets of Tickhill, near Doncaster, (DN11 9PT) and is hot on the heels of the Tour de France. Boasting 8 races, free admission, close to the action spectating, this is a great day for all the family.
YESSS Electrical have stepped in to support the event and see this as a major national promotion as the Race will be attracting professional Riders and Teams from all over the country as well as supporting grassroots Youth Racing.
Shaun Myers, Head of Design & Marketing at YESSS said, “the Tickhill Grand Prix is an amazing event. We were impressed by the effort and dedication that the organising team at Tickhill Velo Club put into their first event in 2013 and realized the huge potential of this great day”
“The Tickhill Grand Prix has a similar story to ours, success and growth that has come purely from the efforts and service put in by excellent staff and we had no hesitation in supporting them.”
Shaun Myers – Yesss Electrical – Head of Design & Marketing Andy Birdsall – Tickhill Velo Club – Chairman Andy Singleton – Yesss Group Europe – General Manager “Rapid” Rich Stoodley – Tickhill Grand Prix – Organiser
Richard Stoodley from Tickhill Grand Prix said “It is amazing to have attracted such a dynamic, high profile company such as YESSS Electrical. It may look like a little village but the Tickhill Grand Prix is set to be one of the biggest town centre ‘crit’ style races in the UK, and it is the support of YESSS that has allowed us to fulfill our ambitions.”
He continued, “We are thrilled to be associated with YESSS and look forward to putting on a great event”
The Tickhill Grand Prix hosts 8 races from 13.00 till 19.45 and these include Professional Elite – both Men & Women – Penny Farthing Race and a host of Amateur & Youth Races.
With Big screens, free admission, free programme, after event presentation and plenty to do and see, the Tickhill Grand Prix is a must for your diary.
Richard went on to say “British Cycling, Doncaster Council and South Yorkshire Police have been very supportive in helping us stage this important event and we are working closely with them to put on a safe event for both Riders and spectators.”
But its not just about Racing and promotion, the Tickhill Grand Prix has also agreed a 3 year official partnership with Yorkshire Air Ambulance and will see collections and a sponsorship profit share donated to this much needed Charity.
Mary Perry from Yorkshire Air Ambulance commented “We were delighted when the Tickhill Grand Prix approached us to become a partner. Cycling is a huge, fast growing sport and with all eyes being on the Tour de France this year, fantastic events like Tickhill Grand Prix will gain Yorkshire Air Ambulance much needed exposure and funds”.
Although YESSS are the title sponsor, sponsorship and fundraising opportunities are still available and the organisers can be contacted on [email protected] or visit www.tickhillgp.com
The YESSS Tickhill Grand Prix is set to be the success story of 2014, mainly because of the efforts and vision from YESSS Electrical.
Organisers of the Dare 2b Yorkshire Festival of Cycling have released a promotional video in anticipation of the fast approaching Tour de France Grand Depart.
Filmed in the grounds of Harewood House, which will host the race itself as well of thousands of fans visiting for a weekend of cycling festivities, the video features spectacular scenery and a host of cycling personalities. Lizzie Armitstead and 2006 Tour champion Oscar Pereiro star, ITV Cycling presenter Ned Boulting features as never seen before and many more cycling faces make cameos throughout – some much easier to spot than others.
Commenting on the making of the video, Ned Boulting said: “I’ve covered many Tours de France for TV but the Tour de France in Yorkshire really is going to be something special. For me, there was no better way to get in the mood than to dress up as a Butler at the grand Harewood House; serving champagne is a skill I didn’t know I had until now.”
For more information about the Dare 2b Yorkshire Festival of Cycling, camping, viewing the race or the many events taking place at Harewood House over the Grand Depart weekend, visit: http://www.festivalofcycling.org/
Moving from recreational cyclist to racing cyclist.
Planning time to train.
So, you love riding your bike. You’re definitely getting better at it. You’ve joined a club, you’re enjoying club rides and your fitness is improving. You’ve been chatting to a few Time Triallers and Road racers and think you might like to give it a go. But where do you start?
If you have been looking round on the internet you will have come across reams and reams of conflicting advice and if you have dared to venture onto a cycling forum well you probably ended up with your head spinning from all the differing opinions. People can be very persuasive when they actually believe what they are saying, and, you in turn, believe what they are saying as they are so persuasive. It’s a no win situation, and it will probably have ended up putting you off rather than spurring you on.
The thing is, with training, is what works for one person, won’t necessarily work for another. Some people can happily train for 20 hours a week, work full time, fit in numerous family activities, cook, clean, keep house and still look as fresh as a daisy at the end of it. However, most of us work in some capacity, whether it be at home or at a work place, juggle bike rides, kids, pets and husbands. And spend most of our time looking like death warmed up! (I hope that’s not just me!)
What you need to do is work out exactly how much time you actually have available for training.
It’s no good looking at your schedule and thinking hmm maybe I can get up at 6.30am on a Sunday morning to fit in 2 hours training before the household wakes up. Chances are, if you love your Sunday lie in till 7.30am you just won’t use that time, so you’re automatically down on your training time by 2 hours.
I’m very lucky in that I generally have one day in the week where I can go and do a long ride, while the kids are at school, all other training takes place either when the kids are in bed or on the turbo. So it is doable. Sit down look at your life. Plan the time you realistically have available. If a family member suddenly breaks down in their car and you can’t fit training in, don’t be hard on yourself. Family comes first, it can be disheartening missing training but maybe you can squeeze that training in somewhere else in the week?
You have sat down with pen and paper and worked out that you have 6 hours a week available to train. What you then need to do is factor in an active recovery week. So allow yourself every four weeks a low intensity week, the recovery week can be the most important part of your training and will help keep you motivated.
We then start to formulate a four week plan with week four as recovery. This means that week three will be your 6 hour week. Week two may be slightly less than 6 hours, say 5- 5 ½ hours and then week one will be 4 ½ – 5 hours. So you can see, steadily over the four week period, we are building your training load with your available hours being your maximum available of 6 hours. Active recovery on week four could be anything from 3-4 hours.
When you look at it like this doesn’t training seem a lot easier to fit in your life? When you start to plan like this, your idea of doing a TT, or road racing, seems so much more achievable doesn’t it!
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This race is also in the process of being finalised. Once it goes live I will add the date, so just keep it in your diaries for the time being!
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