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,
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.
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.
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.
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.
Our resident riding safety guru has put together a few words on ride safety - please enjoy them and remember to be safe on the roads!!! Our group is growing substantially and we need to be mindful of how we behave in the pack!!!
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.
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.
Thanks Shannon - we all really appreciate your words of advice
Building on Shannon's tried, tested, and true words, here is a great article from Bicycling.com about the 5 secrets to flying up hill.
Follow Shannon's advice and these five uphill riding tips and you'll be seeking out inclines in no time.
FLY UP HILL - 5 CLIMBING SECRETS - http://www.bicycling.com/training-nutrition/training-fitness/fly-hills?cm_mmc=BicyclingNL-_-05242011-_-trainingandnutrition-_-fly_up_hills
How do you feel you climb? Are you fast, can you be faster? Do you hurt? We all hurt climbing - even Shannon hurts when climbing - hit the comment tab below and share your tried, tested, and true words on the subject of going up