Our very own Derrek Ivey had a huge result last weekend at the Nationals so we asked him to provide us with a little insight into what its like to Race at an elite level while still maintaining all sort of other commitments!!! Here's what he had to say - Enjoy, 

Chris 

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National Canadian Cycling Road Championships

Preparing for the race

In normal circumstances I would have trained in Tuscon during the months of February and March spending 4 to 6 hours a day of riding, participating in at least 20 races.

Due to work commitments, I was unable to train in Tuscon and was limited to 6 races.  My employer allowed me to work a reduced work week of three-and-a half days in the three weeks prior to the Nationals in order to train.   My training program included  6 – 7 hour ride on Tuesday;  a hard interval day on Wednesday; followed by another  6 – 7 hour ride on Thursday; rest Friday and Saturday and then a race on Sunday.  I had to extend my rest to two days because I hadn’t built the usual base from winter training in Tucson. 

Week leading up to the race

I took the week off of the bike. 

The night before

I worked during the day and early evening on the day prior to the race and returned home around 7:00 p.m., where I watched TV while eating copious amounts of Pad Thai, then went to sleep.

The morning of

I awoke at 11:30 a.m. after 12 hours of sleep, ate a steak and cheese sub, packed the car and headed off to the race at 1:30 p.m.


Details of the actual race

The road race was 180.25 kilometres with 14 laps and a category 4 hill climb up Rattle Snake point on the Niagara escarpment.  The average speed was 39.5 kilometeres per hour.  178 riders began the race and only 42 finish.  I finished in 24th place. 

Here is my Garmin Connect file.

http://connect.garmin.com/activity/94949811#.Tgeqy-h8ntY.email

The first two laps of the race was the most selective part of the race with Team SpiderTech at the front pulling hard enough to drop 20% of the riders.  Each time, I approached the hill, I’d make my way to the front of the pack in order to ensure I would be able to remain with the pack up the hill.  At 6’5” and weighing 185 pounds, I pushed an average of 500 watts for 4 minutes while a 140 pound rider pushed 320 watts to achieve the same speed.

Around lap 7 with more than half the field having dropped out of the race already, there was a split at the top of the Rattle Snake climb with an attack through the feed zone.  Being that my positioning was not at the front on this lap, I was stuck at the top with poor positioning and ended up in the second part of the split which turned out to be the main field.  The winning break was now well up the road and gaining a time advantage over the main field.   The pace was still high but the main field would not work together to chase down the winning break as Spyder Tech had 3 riders up the road with a # of their riders still in the main field.  It only takes 2 or 3 riders to stop a group from riding efficiently and chasing down a break.  It was in Team Spyder Tech’s best interest to allow their 3 riders along with a Bissell Pro Cycling rider to stay away.

During the last lap, I saw an opportunity to break away and came solo into the finish with another rider, Derrick St. John ( who has raced for Canada at the World Championships many times).

The best part of the race was just finishing as I knew that 75% of the field did not make it to the finish.  As I had had no spring training or racing in my legs this year compared to years past (except of course for racing my fellow MGCC riders up Brimley or around the Bridle Path J J) it was a food feeling of accomplishment.

After the Race

As I ride back to where the car is parked I don’t feel tired, because I am ecstatic with my result. I quickly get undressed, throwing on the most important recovery tool, my compression tights and down a water bottle filled with Ultragen (first endurance product, amazing!!!) as I pack the car to head home.

Getting home around 11pm I quickly shower and pass out, as I have to be at work in 12hrs. I awake in the morning with a bit of pain seeing how my body is in the wtf stage and wants me to get back to sleep. I quickly eat and pack copious amounts of food for work. The good thing is my Granite Club student is buying a bike so I can get in a bit of a recovery ride with her as she test rides the bike. Usually I would spend 2 hours of the following day spinning my legs out and then resting at home with my legs in the air to further my recovery. 

It took me three days to recover from this race instead of just one. In the past I would be riding full time, giving my body the proper time of rest so I may perform at my best and recovery would be faster.

My Future as a Cyclist

Next year I would love to get back to racing full time. I am going to use this result and other results from past races to demonstrate my ability when contacting teams for 2012. July is the time when teams are looking for riders for the following season. So that is what I must do; contact teams and show my interest in hopes of receiving a call back from a professional cycling team which leads to a meeting which leads to a potential contract.  

I am working full time this year just to recover my costs from the previous years’ of racing. I am hoping to earn enough money this year to finance Tucson training and racing in 2012.   The average annual costs for training and racing for a semi-pro team break out as follows (bikes and clothing are provided by team – all other costs have been shouldered by my #1 fan – my Mom – and myself):

Tucson winter training (airfare, accommodation, meals, parts) $6000

North America Race season travel, accommodation and food $9000

Race entry fees $3000 – $6000

Replacement parts and equipment (tires, tubes, chains)  $1500

Total $19,500 – $22,500

I would like to thank the Morning Glory Crew who came out to cheer me on at the Nationals this year.  It made a world of difference and gave me that extra bit of drive to make it up the Rattle Snake climb on the 14th and final lap.

Cheers,
Derrek

The world's best cyclists are fueled by the world's best superfoods. Steal a few tips from Tour De France pros with easy suggestions for eating and drinking to stay in top form.

1. Black or Green Tea: Sports scientists at Rutgers University found that a nine-day supplement of black-tea extract decreased delayed-onset muscle soreness after cycling intervals. "The black-tea extract reduces the oxidative stress of the exercises and speeds recovery between intervals," says assistant professor Shawn Arent, PhD. Try it yourself: "Add four bags of decaffeinated tea to 32 ounces of cold water and steep in the refrigerator overnight," suggests Barbara Lewin, RD, a sports nutritionist who owns Sports-Nutritionist.com. Drink tea in place of water before, during and after rides.
   
2. Lead with Carbs: The days of restricting carbs then bingeing on pasta are over, but carbs still rule the week prior to a big cycling event. Glycogen—what a carbohydrate turns into in the body—fuels your engine. "In our carb-phobic society, I don't like to tell people to carbo-load," says sports dietitian Molly Kimball, R.D. "Instead, I say to let carbs take center stage." Consume three to five grams of carbs per day for each pound of your body weight (about 600 grams for a 150-pound cyclist), suggests Kimball. "It's not just pasta and rice. Fruit yogurt, apples, even chocolate milk are great sources."
   
3. Soybeans and Tofu: The branched-chain amino acids in soybeans stop muscle degradation during long rides while the antioxidants help alleviate postride aches and pains. Research published in The Nutrition Journal found that both soy and whey proteins build lean muscle mass, but soy protein also prevents exercise-induced inflammation. "Chocolate soy milk makes an excellent recovery drink," says Barbara Lewin, RD, a sports nutritionist who owns Sports-Nutritionist.com. Also, keep soy nuts in the car or at the office for a great protein-rich snack.
   
4. Don't Skimp on Calories: You may cut back on training, but don't cut food. "Cyclists in a taper will feel just as hungry because of all the hard work they've put in over the previous weeks," says Nancy Clark, R.D., a sports dietitian and author of The Cyclist's Food Guide: Fueling for the Distance. Eating during the taper phase keeps your tank full. "Expect to gain two to four pounds in the days before the big event," says Clark. "You'll need it—and lose it—during the race."
   
5. Salmon and Tuna: Though we don't usually think of fatty foods as performance-enhancers, the omega-3 fatty acids in salmon and tuna go way beyond serving as an energy source. "Omega-3s generally increase blood flow," says Jay Udani, MD, an assistant clinical professor at the University of California, Los Angeles. "This may help wash out inflammatory cells in damaged muscles" that cause pain and swelling. Keep canned salmon and tuna on hand for sandwiches and salads—aim for two to three servings a week.
   
6. Eat Often, Refuel Quickly: To keep your blood sugar from dipping, eat every three hours and refuel within 20 minutes of exercise. These guidelines are especially important during the seven days before your event because you don't want to give your body any reason to tap into energy stores. Plus, cells are most receptive to recovering glycogen and muscle immediately after activity. Eat protein, too—it helps muscle cells repair and recover. Use a 4:1 carb-to-protein ratio. For example, a cup of low-fat yogurt, with about 30 grams of carbs and 6 grams of protein, is an ideal snack.
   
7. Turmeric: Loaded with a potent anti-inflammatory compound called curcumin, this yellow spice may help to increase endurance and speed recovery. In a 2007 study at the University of South Carolina, exercise physiologists gave mice curcumin supplements for three days before a 2.5-hour downhill run. The curcumin reduced muscle inflammation and increased endurance more than 20 percent the next day. So, make turmeric your go-to spice. Add it to marinades, rice, vegetables and more. You'll hardly notice the subtle flavor.
   
8. Stay Tried and True: The time for experimenting with new gels, sports drinks and other foods is over. "What worked for you during your early weeks of training is what you need to stick with now," says Kimball. This goes for all food on your daily menu. Avoid eating new foods, foods you eat infrequently, or foods that upset your system.
   
9. Cherries and Berries: In a study at the University of Vermont, students who were given 12 ounces of tart cherry juice before and after strenuous exercises suffered only a 4 percent reduction in muscle strength the next day compared with a 22 percent loss found in subjects given a placebo. "Antioxidants and anti-inflammatory molecules in tart cherries suppress and treat the micro-tears in muscles," says Declan Connolly, PhD. These molecules are also found in blackberries, raspberries and strawberries. Stock up on frozen berries, and add them to smoothies, yogurt and cereal. Or, defrost a few in the microwave for a sweet postride snack.
   
10. Taste the Rainbow: A plate of brown chow spells trouble if you’re aiming for optimum nutrition. “The more colors in a meal, the more nutritious it is,” says Amy Jamieson-Petonic, R.D., a spokesperson for the American Diatetic Association. Here’s how to go crazy with color:Red: Tomatoes, watermelon and pink grapefruit contain lycopene, which may help protect the skin against the sun’s damaging UV rays. Orange and yellow: Carrots, sweet potatoes and yellow peppers get their color from cartenoids, which boost the immune system. Green: Broccoli and kale rank among the world’s most nutritious foods, and spinach is high in folate. Blue and violet: Blueberries, beets, blackberries and red cabbage derive their colors from anthocyanidins, anti-inflammatory compounds that promote healthy circulation.
11. Cucumber: It’s always been a refreshing addition to a summer salad and a cool treat for tired eyes. It’s also a good source of caffeic acid, which helps sooth skin irritation, and silica, an essential building block of connective tissue like muscle, tendons and ligaments, and bone. The flesh contains vitamin C, and the skin is rich in potassium and magnesium.
12. Eat Real Food: If you’re riding long, don’t try to subsist on energy gels, sports drinks and bars, which consist primarily of processed sugar and aren’t meant for sustained energy. A savory snack, such as a turkey sandwich, provides a break for the palette and the stomach (remember, at lunchtime it’s expecting a meal), as well as some needed protein and fat.
13. Papaya: Rich in immunity-building vitamin A and papain, an enzyme that aids digestion, papaya is a delicious addition to salads and stir-fries.
14. B Rich: Cyclists should eat a diet rich in iron, Vitamin B12 and folic acid, says University of Utah dietitian Nanna Meyer, R.D., who works with cyclists from the recreational to the elite level. These nutrients help form healthy red blood cells, which cyclists need to enhance endurance. To get all three in one meal, Meyer suggests a veggie-and-beef stir-fry. Stir-fry beef is low in fat, and because the dish cooks quickly, few nutrients are lost in the vegetables.

With the summer upon us the roads are busy and there's a number of people looking to share them.  We came across an article on www.bicycling.com and thought it would be worth while sharing.  While we never want to think about accidents they do happen and its best if we are well prepared for when they do. Stay safe out there, and read below, you never know when you might need these skills - cheers CF

No cyclist wants to relive a collision—but it pays to read the police report

Picture this: You’re riding home from work, obeying all traffic laws, when a car knocks you off your bike. A few days later, you order the police report (usually about $10) and find mistakes in the account. Maybe you were unable to give a statement because of injuries, or you gave one while you were in shock, and you now believe it was incorrect. Or—even worse—you discover that the officer blamed you for the collision. What can you do?

First, the good news. A police report is not usually allowed as evidence at trial. Although officers can testify about what they saw, they cannot typically testify about what somebody else observed. (Not surprisingly, there are exceptions to the rule against hearsay evidence, and judges do occasionally allow such reports to be introduced at trial.)

In any case, a cyclist involved in a crash should check the police report for accuracy and have it amended if it’s erroneous. Doing so may strengthen your case with the driver’s insurance company, and prevent the need to go to trial. And if you were ticketed, an amended police report may convince prosecutors to drop the charges.

Try to review the report as soon as you are able. It will be more difficult to make changes after the report has been finalized. When you speak to the investigating officer, ask that your account of the incident be added to an amended report (see “Make Your Case,” below). If you present your case politely, the officer may be willing to amend the report. But if you file a complaint or make accusations of bias, you risk turning a potential trial witness into your adversary. Ask when the report will be finalized, and check back before that date to make sure that your addendum appears in the final document. If you are questioning the conclusion that you were at fault, the officer will likely be unwilling to shift blame to the driver, but you may be able to persuade him or her to take a neutral stance. This will place the responsibility for determining fault where it belongs: with the jury.

MAKE YOUR CASE
Disputing a police report? Here’s the info you’ll want to submit.

1) A written statement describing your disagreement with the report, in as much detail as possible.

2) A signed affidavit a sworn statement attesting to the truth of the addendum.

3) Photographs or any other evidence that supports your account.

4) Records of treatment you received—if you suffered an injury that affected your ability to give a statement at the scene.

GROUP RIDE ETIQUETTE RULES

With the group growing in size, range of abilities, and triathletes; we thought it would be a good idea to recap some basic group ride etiquette rules.

Fundamental rule A

Don’t do anything abruptly, without looking, or foolish* (*stronger words may be used if, in fact, you actually do something foolish).  Please remember you haven’t had your coffee yet at 5:40 AM.

Fundamental rule B

Always assume someone is overlapping your wheel.

Rule 1 - Keep it tight

“Tight” means stay close to each other from side-to-side and front-to-back.   This should be a point of pride.   In a sport where we derive substantial enjoyment from the high-techitude and precision of our equipment (you spent how much on that last set of carbon wheels/GPS/shoes/bike/sunglasses?), riding scattered all over the road makes us look like a herd of Freds from the local tourist club.   If we lose sight of this it’s all downhill from there (but not in a good way). 

For the most part we will ride 2x2, bar-to-bar.  You should ride close enough to the person next to you such that your handlebars are a few inches apart.  If you can’t reach out and touch the person next to you, you are waaay too far apart.   The appropriate distance apart is exactly equal to what would make someone of the opposite sex start to feel uncomfortable if you stood that close to them in the grocery store lineup.

In traffic, for safety and courtesy toward other road users, it’s especially important to stay close together.   60 riders riding 2x2 should stretch 60 meters, not 300.  If the group gets too strung out in traffic (like coming home on Bayview from the Bridle Path) motorists will get frustrated, start taking chances, and weave in & out of the group.  Keep it tight and leave no gaps.  The ride is pretty much over by then anyway, so ride a bit slower and keep everyone together in a tight bunch (have I said “tight”enough?).  And speaking of gaps...

Rule 2 - Fill the gap

Don’t leave a gap between you and the rider in front of you.   Even if you’re in a gripping conversation about the benefits of whey protein or how your 5 minute power is up 3. 5 watts because you brush your teeth with your left hand, if there is a gap ahead of you must smoothly move into the gap and talk to someone new.  

Rule 3 – No half-wheeling

Half-wheeling is one of the biggest faux-pas in group riding and quite possibly the most annoying breach of etiquette next to blowing your nose in the middle of the pace line.   Half-wheeling is riding a half a wheel length ahead of the person next to you.  When someone half-wheels it means their neighbour will have to ride up to be parallel then, inevitably, the half-wheeler will pull another half wheel forward, and so on until next thing you know the group is breaking up and everyone is sprinting to stay on.  Not to mention every other rider from the front of the group to the back will be a half wheel off which totally screws up any kind of conversation your friends are trying to have.  Don’t be that guy -- when you’re on the front ride exactly together, handlebar to handlebar, no exceptions.   If you half-wheel don’t be surprised if someone grabs your jersey pocket and pulls you back.

Rule 4 – It’s not a race

Races are for racing.  Notwithstanding certain areas like the Brimley hill and the Bridle Path loop, you should not attack the group.  Attacking is for races.   If you want to prove how strong you are, enter a race or crush your friends on Brimley.  To paraphrase semi-pro Sim Green, our group ride should not look like this:

Rule 5 – no stoplight sprints

No blasting away from stoplights.  If you’re at the front take it easy moving away from the light – the whole group can’t move away simultaneously.  By the time the accordion of 60+ riders fully stretches and everyone gets clipped into their pedals the people at the back will have to sprint to stay with the group.   Plus, not everyone is as elegantly talented at clipping into their pedals as you are.

Rule 6 – no passing on the curb side

If for some rare and unknown reason you need to ride up the side of the pace line, do it on the outside.   Riding up the curb is a recipe for a crash.   (However, pay attention to the lane – don’t cross into the next lane).

Rule 7 – pointing out hazards

Most riders get the general concept of this but some muff the execution.   First, you only need to point out those obstacles that could potentially cause damage to one’s equipment or cause a rider fall from their bike.   You need not diligently point out every crack, leaf, or candy wrapper.   When you are on the front keep your eyes ahead and guide the groiup.  Second,  please do not yell “hole!!!”; if you do you will be noted as a particular type of hole.  Which leads to...

Rule 8 – no yelling.

Pros don’t yell, why should you?   The problem is that when you yell “!!!!HOLE!!!!” you i) scare the crap out of the guy beside you, who was until then enjoying a peaceful morning ride and who now thinks you’re about to crash and take the whole group down with you, and ii) it sounds like “AARMFFFPHE” any more than 2 riders back.  There is no point.  The best approach is to stay awake.   Exceptions to this rule are i) calling “clear” when crossing roads and certain urgent situations like “car-up” (oncoming car) when some miscreant is riding on the wrong side of the road.   “Car-back” shouldn’t have to be used because everyone will be following Rule 1 and Rule 2, above, right?

Rule 9 – traffic lights

Use the funeral approach.  If the first riders can make it safely through then everyone goes.  If it’s questionable stop (and look at the digital counters on your approach – if it’s close don’t take the chance)

Rule 10 – ride in a straight line

See Fundamental Rules A and B. 

And on a related topic

In some cases the group may be interested in maximizing its pace, in which case a rotating pace-line might be called for.    This is not the same as a single pace-line where each rider takes a decently long pull then drops to the back -- it is a continuously rotating group where each rider spends only a few seconds on the front and is the epitome of a group working together.  When a group gets a good pace-line going it’s a beautiful blend of speed, effort, and precision.  If you want to hear some old, crotchety roadies get worked up just fumble your spot in a rotating pace line or break rule 1, below.  Then the “no yelling” rule is immediately waived.

Two top-notch examples are demonstrated by Kelly Benefit Strategies-OptumHealth Pro Cycling, and some OK riders in the Tour of California, 2007.

Some simple rules for rotating pace lines.

1. NEVER, never, never, never, ever accelerate when you get to the front (unless you really want to be that guy for the next 10 years).  This is the biggest misconception about rotating pace lines  -- it’s not that you accelerate when you get to the front, it’s that you slow down when you pull over.   When you hit the front of the line is not the time to get uppity.
2. When the rider in front of you pulls off keep the pace as steady as possible (i.e. don’t accelerate).  If you accelerate, the line is toast.  In some cases when the pace line is moving at granny speed someone may take it upon themselves to not pull off and drive the pace up – this, however, is not your responsibility – it’s always someone else’s.
3. When you pull off in to the “slow” lane, you will ease up by 1 or 2 km/h.  Don’t stop pedalling – you’re still pulling the line behind you.
4. When you’re the last rider and you move over to the “fast” lane, this is when you accelerate.   You’ll need to pick up your speed by 1 or 2 km/h (funny how that works) to match the speed of the fast line.
5. Stay awake.

Tips

• When you are the 2nd rider in the “fast” lane and the 1st rider starts to move over you should immediately start to ride up onto the 1st rider’s hip (see the videos above).  By the time the 1st rider pulls over into the “slow” lane you should be almost bar-to-bar.  If you wait until they have pulled over your pull will be twice as long and you’ll risk getting sketchy and you will get yelled at.
• When pulling over you can should look under your elbow at the rider’s wheel behind you.  You don’t need to turn your whole head/body to look.   Sometimes it’s not a bad idea to say “clear”sotto voce such that only the rider pulling over can hear you, when they are clear of your front wheel.
• When the pace-line is just getting going, and you pull into the fast lane, sometimes it’s handy to mention to the rider behind you in the rotation “last rider”.   Again sotto voce please.
• If you are redlining you can skip a rotation from time to time.  When you get to the back of the slow lane you’ll need to tell the rider behind you in the rotation (in front of you in the slow lane) to go in ahead of you. 

Cheers & ride safely.

We all know know Shannon as one of the strongest climbers in our group.  I went to him seeking advice on how to make Brimley a little less painful and a lot faster.  Here's the advice that Shannon shared on how to conquer Brimley and every other hill you face in your daily training 
Climbing hurts. Period. 

One approach is to minimize the time climbing and thereby minimize the hurt.  Here are a couple of thoughts that people might consider when aiming to get up the incline as quickly as possible.

• Treat a hill like an interval.  Don’t be afraid to push yourself.  Cycling is very unique as it will let you recover while still moving.  The ability to recover quickly and efficient from a big effort is a skill worth developing. 
• There is more than one way to pedal.  Sliding forward on your saddle ‘shortens’ your pedal stroke.  Sliding back ‘lengthens’ the stroke.  The focus will be on different muscle groups.  Don’t be afraid to move around.  The lower your cadence the further back you can move on the saddle.  Don’t forget to drop your heel and really engage your lower leg.  You will need a strong grip along the top of your handlebar.  With a higher cadence pinch your knees in towards the top tube.  It will help to keep your hips from rocking.  Brimley is long enough to use two or three different approaches on any single ascent.
• There are lots of good reasons to stand while climbing but many people do so only as a last resort.  They have run out of gears and have nowhere to go.  Try not to let it get to that point.  Stand when you still have something in the tank, pull with your arms and engage your lats to pull the bike from side to side.  The handlebars are there for more than just steering.  Drive your knees towards the handlebar and deliberately engage your hamstrings.  This burst puts the focus on a new set of muscles and could give you the momentum to crest the hill. 
• Find a rhythm.  Riding up a hill with someone that is going 0.5 km/h faster is motivating to some and demoralizing to others.  Finding your own rhythm doesn’t mean your legs and lungs are hurt any less but it takes the pressure off what is going on between your ears.  That frees up space to think about changing your position, adapting your pedal stroke and making that final push over the top.

Thanks Shannon - we all really appreciate your words of adviceFollow Shannon's advice and these five uphill riding tips and you'll be seeking out inclines in no time.