by Russ Stevens

Those of you who know me better might be perplexed to hear that I rode the Devil Mountain Double yesterday, especially since I swore off rides over 120 miles about a month ago (at least for a little while). After failing to finish the Hoodoo 500 last year, I found myself unable to back off on the mileage or intensity and spent the next four months riding myself into a hole.  I eventually got to the point where everything I did on the bike seemed painful and unpleasant.  I knew I had to change something when I realized I was starting to hate doing something I have loved since I was a little kid.  Luckily, it’s amazing how fast your mind can recover.  It seems that only a few weeks of lower mileage and no intensity were required to bring back my passion for this sport.

Given the fact that I have been taking it easy (or at least easier) for the past month, I really had no idea how to approach DMD.  I knew I could finish and probably even have a really enjoyable day by riding moderately and taking time to enjoy all the rest stops.  However, part of me also wanted to see if I could beat my prior time of 14:20 recorded during the stage race in 2007.  I finally decided to start with the fast folks at 6:00 AM and just see how long I could hang on.  I figured if it got too difficult, I could always fall back to the moderate riding/enjoy myself plan.  With prior stage race superstars like Marc Moons, Robert Choi, Phil Hornig and Graham Pollock signed up, I figured the fall back to plan B would happen pretty fast.

We started the ride with great weather.  It was about 50° in San Ramon and according to a weather station at the top of the mountain, it was actually slightly warmer (54°) on top of Diablo.  The great weather would follow us all day, never being too warm or too cold.

The first half hour of riding was very relaxed.  That only lasted to the base of Mount Diablo.  Marc Moons set a pretty fast pace right at the bottom, and from there things only ramped up.  People started falling off the back as I watched my heart rate climb into dangerous territory.  By the time we got to the top, less than 10 people were left in the front group.  The entire climb up Mount Diablo took only 61 minutes (only 5 minutes slower than my record time up that mountain).

I picked up some time on the descent and for 10 minutes or so, I was actually in the lead, able to back off and recover a bit while the rest of the group caught back up.  Easing back was a smart move because once we started climbing again, things only got more intense.  As we neared the top of Morgan Territory, my power meter started reporting sustained output over 300 Watts.  I was getting worried.  I knew if I maintained this level for too much longer, I would be so tired that even reverting to plan B would still be miserable.  I decided if I was going to be miserable anyway, I might as well stick with plan A and hang with the leaders a little bit longer.  As we left the preserve, our group had shrunk to only five people: me, Marc Moons, Robert Choi, Curtis Taylor, and a guy from Colorado I did not know.

I have to admit that being in the fast bunch on Altamont Pass was a kick.  There’s always a nice tailwind on that road.  We charged over the pass in a rotating pace line, readily clocking over 35 mph.  I kept asking myself, what am I doing here?

As the grade increased on Patterson Pass, it got harder and harder to hang on.  The steeper the hill got, the more power Marc Moons put out.  I would have lost the group except that Marc and Robert stopped for a few seconds for water at the Patterson Pass mini stop.  Skipping that stop allowed me to get to the summit just in time to be caught by the leaders and follow them down the hill.

Some blissful pace lining and recovery along the flat sections of Tesla and Mines Rd brought us to the Mines Rd checkpoint.  It was pretty crowded with riders who started at 5am, so it took longer than I wanted to fill my bottles.  Marc, Robert and Curtis headed out a few seconds before I was ready, but were nice enough to wait for me and Colorado guy to catch up.  Unfortunately, my tenure with the front pack was not to last.  As soon as the grade increased, Marc once again picked up the pace.  Robert matched Marc’s pace and the guy from Colorado also started to pull away.  I knew it was finally time for me to back off or risk not finishing.

To my surprise, Curtis Taylor also started to back off and we both soon found a fairly compatible pace.  I was pretty wiped out and unable to help much, but Curtis was nice enough to let me draft him most of the way up Mines Rd.  Along the way, he informed me that he was doing the stage race along with the guy from Colorado, who was flying to California with his bike for each of the three rides.  As Colorado started to pull away out of sight, Curtis started to worry that Colorado might steal his third place standing, a position he currently defended by only 17 minutes.

My first bout of cramps started on the last few short climbs before lunch.  I told Curtis to keep going, but he did not leave without handing me a packet of his new secret weapon: Pedialyte.  I quickly dumped the packet in what remained of my water bottle, backed off a bit and nursed the bottle all the way to the junction, arriving just as Curtis was leaving.  I quickly topped off my bottles grabbed some food and headed off.

The Pedialyte started working and I was able to leave the junction and slowly increase my power.  What had been a nice tailwind along mines road turned into a stiff head wind on San Antonio road.  I got into my aero bars and picked up some speed.  Pretty soon, I caught up to Curtis and Colorado.

I expected the backside of Mt Hamilton to be miserable, as it always is.  While it certainly wasn’t pleasant, it was better than I expected.  I soon learned that while Curtis was slightly faster than me on the flats, I was slightly faster than him on the climbs.  Since he had helped me all the way up Mines Rd and shared his secret weapon with me, I promised not to go off the front.  This allowed me to back off slightly, giving me not only company but a much less painful climb.  Curtis, Colorado and I stayed within eyesight of each other to the top.

I really can’t describe how magical it is to reach the top of Mt Hamilton on DMD and start the descent.  As I headed down the hill I know like the back of my hand, I started to pull ahead.  As I reached the fire station and started the first mini-climb, I slowed a bit to wait for Curtis.  By this point, he had pulled in front of Colorado.  We left the Crothers rest up just as Colorado arrived.  At that point, I realized there was hope for Curtis to defend his third place position and decided I would do everything I could to help him.

At the Crothers rest stop, I realized I had not seen Phil Hornig all day.  I mentioned this to Curtis and he said he had not seen Phil since the start.  We headed back down Crothers road and just as we made the right hand turn to finish the descent down Mt Hamilton Rd, a rider turned right onto Crothers.  Curtis said, “That was Phil Hornig!” It seemed we now had two people chasing us.

Given the fact that Phil showed up out of nowhere, I fully expected to be quickly passed by him on Sierra road.  This expectation got stronger when I immediately started cramping at the first pitch.  Damn it!  I got off and started walking up the hill, while taking some more Endurolytes, and drinking as much Gatorade as my stomach could handle.  Curtis inched away, but not as fast as I would have expected.  It turns out that when you are tired you can walk up Sierra road almost as fast as you can bike.  After a minute or so, the cramps subsided and I was able to get back on my bike.  I caught up to and passed Curtis.  Ken Emerson welcomed me at the Pet the Goat and informed me that I was currently in third place, about 25 minutes behind Marc and Robert.

I waited about 45 seconds for Curtis and then we headed down Felter.  I could not believe we had not yet been passed by either Phil or Colorado.  We climbed over the Calaveras wall and headed out towards the reservoir, both of us wondering where our two chasers were.  We thought we were out of the woods until Calaveras offered us a nice view of the road behind us at which point we saw two cyclists riding together behind us.  It was time to pick up the pace.

I’m not sure I have ever ridden down Calaveras Rd so quickly.  Curtis and I traded turns in front all the way down the hill.  In Sunol, we were told we were now only 20 minutes behind the leaders.  We left Sunol before Phil or Colorado arrived, but we sensed they were close behind.

We maintained the pace down Niles road and up Palomares, where we were surprised to catch up to two cyclists: the last two of the 5:00 crew.  It was a father and son pair, Max and Bruno Mehech.  The son was only 22.  I thought we would pass and leave them behind, but we must have inspired them because they were still with us at the summit.  Now we had a team of four.

We charged up crow canyon and turned right onto Norris canyon: the last climb.  I started to pull away from Curtis and realized I could probably take third place.  But then I remembered there’s no way I would’ve gotten here without Curtis’ help, so I slowed at the summit to wait for him.  A tie for third place was good enough for me and making friends on the road is more important than any time or place.

Final Stats:

• Total Time: 12:32
• Rolling time: 12:15Miles: 207
• Total Climb: 18,481
• Avg Heart Rate: 132
• Average Speed: 17.0
• Avg Power: 226 Watts
• Place: tied for 3rd
• 1st and 2nd place time: 12:14

Speaking of friends, one of the most fun things in the day was seeing so many people I knew along the way.  Barley Forsman, Peter Merrill and Kley Cardona all joined me at the 6:00 AM start.  Along the way to the Morgan Territory Preserve, I saw Clyde Butt and Joan Deitchman <http://www.facebook.com/joan.grant> .  Ken Emerson greeted me at the top of Morgan Territory, which is also where I saw Dave and Deb Hoag and Brian Chun.  I passed Laura Hipp on Altamont. As I headed up Mines Rd, I saw many other club members heading the other direction on the Mt Hamilton challenge including Guy Neenan, Kryia Adams, Dennis Uyeno and Art Cruz.  Paul Duren and Ken Emerson took care of me at pet the goat.  Susan Forsman went barreling down the Calaveras wall on her fixie just as we were heading up and I saw Scott Guillaudeau as I was descending Calaveras (along with Guy Neenan, Kryia Adams and Art Cruz again).  Ben Waters supported me in Sunol and I saw Steve Saeedi there as well after driving back to pick up Sheila at the end of the ride.  The smiling faces and encouraging words I received from all of these people along the way inspired and energized me the entire ride.

Finally, a big thanks to a Quack cyclists and all the DMD volunteers.  Nobody supports double centuries or makes them as much fun as you.

Categories: Devil Mtn. Double
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by Franz Kelsch, updated 4/1/2010

Why Measure Power?

There has been an evolution from using only using heart rate measurements for training purposes to measuring the power output of the cyclists. To meet this need training method several approaches have been taken to develop power meters than read out the power in watts, being applied to the pedals.  To read about the science being cycling power read this other post.

Two Components

Most power meters are in two components. There is the mechanism to make the reading using something like a strain gauge. This is either built into the crank, the hub or some other part of the bike where power being applied to the pedals can be measured or estimated. Then there is the computer head which is mounted on your bicycle handlebar where you get the reading. The computer heads offer other cyclometer features including speed, distance, heart rate and even GPS on some models. The communication between the two components is either via a wire or wireless.

ANT+Sport^TM is a 2.4 GHz wireless network with standardized communication between devices including bike power sensors, speed sensors, cadence sensors and heart rate straps. This allows separate manufacturers to independently develop sensors and computers, allowing you to pick and choose your favorites to create a system that meets your needs. For example if you have a Garmin Edge 705 GPS based cyclometer, or the newer Garmin Edge 500, which offers no power measurement sensor, it could be coupled with the SRM or Quarq crank to read out power and could be used instead of the computer heads offered by those companies.

Offerings

PowerTap:

This offering is from the Saris Cycling group (makers of the CycleOps cycling trainer). It uses a special hub and handle mounted computer to measure and display the power at the pedals. It requires a rear wheel with the PowerTap hub. There are wireless options. It adds weight to the bike due to the hub and the need to use a wheel that can accommodate the PowerTap hub. It is also expensive, especially for the wireless version. Although there is a 2.4 Mhz wireless option, it does not support ANT+Sport^TM so you are stuck using the PowerTap computer which really looks looks like a prototype built by an engineer for development and not a product ready for the mass market. It can be used on a bike trainer to measure your power output. Moving to another bike will require moving the wheel and the computer head.

Best For : Those looking for a reliable approach to measuring power and are willing spend considerable money and take a weight penalty.

SRM:

This offering is from Schoberer Rad Messtechni. It uses a special crank to measure the power to the pedals. There are a variety of versions to match some of the popular cranks, including DurAce and SRAM. SRM supports ANT+Sport so you can either use it’s computer head (which kind of looks like a prototype) or another device that supports ANT+Sport^TM such as the Garmin 705 Edge or iBike.

Best For: Due to the extreme expense it is geared toward professional cyclists or those who are prepared to spend as much measuring power as they might spend on a good quality road bike.

Polar:

This offering is from Polar, famous for heart rate monitoring. It uses a device to measure chain tension on the bike and transmit that to certain models of their heart rate monitor or cyclometers. It is can be difficult to calibrate and but once it has been it can have a reliable output. You do the power level read out on compatible Polar heart rate montiors (such as the 725i) or Polar Cyclometers. When used with the latest CS600 cyclometer, you can get an efficiency readout on the cyclometer. This efficiency is an estimate of what percentage of the calories being burned by your body go into moving your bike along, a step beyond just measuring power.

Best For: Those who use Polar advanced cyclometers or heart rate monitors and are looking for a lightweight and less expensive approach and are willing to go to the effort get it properly calibrated.

iBike:

This offering from Velocomp is a relatively new approach. It is different in that it does not directly measure your power output as is done with the above products. It measures the parameters of what you work against and then calculates what your power would need to be to achieve the speed you are going. Except for the front wheel pickup it is all contained in a well designed computer head that is about as large as the computer for the PowerTap and weights 100g. You can also easily transfer from bike to bike. It has some negatives. It can not be used to measure power on a bike trainer. It also seems to have a short battery life due to using a non rechargeable watch type battery. It needs to be mounted so it gets a clean air flow since it uses wind speed in it’s calculations so use with aerobars can be difficult. Cost: Moderate to Expensive.

Best For: Those who are looking for a less expensive and very lightweight approach to estimating power. Those with aero bars should look elsewhere.

Quarq:

This offering is from Quarq and uses a special crankset to measure the power, similar to the SRM approach. It offers ANT+Sport^TM compatibility. It’s computer head is one of the more sophisticated cyclometers you can buy and has a GPS option. Cost: Expensive

Vector:

A new type of power meeter called the Vector is being developed by Metrigear.  Vector is an embedded high-resolution force meter that calculates a cyclist’s power by measuring force applied to the pedals. It will use Ant+Sport to communicate with the user supplied head unit or GPS unit that supports Ant+.   It is an interesting concept that could have a significant impact on the market for cycling power meters.   This device has not been released as of April 2010 so real world tests are not yet available.  For those interested, please contact the Metrigear Webstie.

Comparison Reviews:

• Power Tap vs. SRM vs. Polar at BikeTechReview
• Accuracy of PowerTap and SRM at Medicine & Science in Sports and Exercise
• iBike Power Meter Reviews – paper that gathers references to many different reviews
• Measurement Comparison of Power Tap vs. iBike vs. Quarq
• Active.com review of iBike

Categories: Equipment
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by Franz Kelsch

For more than 20 years I have been a fan of Polar Heart Rate monitors, a company that was the pioneer in the field. Being one who both runs and cycles, I was happy when Polar came out with their tri-sports S625X watch. When coupled with the footpod and the bike sensors, I was able to measure speed and distance for both running and biking.

It is obvious to many that Polar seems to have lost it’s luster, being replaced by other companies, most notably by Garmin, who focused on GPS.  I did not have an interest early on because tests showed that the early running Garmin watches, which relied only on GPS, were not as accurate in tracking distance, as the Polar HRM was when using the footpod.  This was confirmed later when Garmin released a footpod for their subsequent running watches.

I liked the advantage of the 625X which I could move from bike to bike and to my wrist for running.  I could also download the data to my computer to not only track my progress, but analyze my workouts.  It was this later feature that started to become frustrating with the Polar.  My Polar 625X relied on the ancient IrDa method to transfer the data and also only worked under Windows.  Despite considerable talk on the various blogs, Polar has continued to ignore the Mac, which Garmin started to make software for their devices to run on both Windows and the Mac.

Garmin released the Edge 205/305 series and they looked appealing.  But I heard that the battery only lasted 10 hours, not long enough for some of the double centuries.  They then released the Edge 705, which supported maps, and with a longer battery life.  But the price seemed too high for me.  When Garmin released the new, smaller, Edge 500, I decided to make the purchase.  After a few days, I am ready to compare using it with my two Polar 625X HRMs.

Weight

Turns out that the new Edge 500 was the same weight as the my Polar 625X HRM.

Mounting

I always thought that the Polar watches were easy enough to move from bike to wrist to bike, but the Edge 500 is a dream, with a very clever bike mount that only requires a quarter turn.  My package included two bike mounts and a lot of the special o-rings that are used to attach the mount to the bike, either on the stem or handlebar.

ANT+ Devices

The Garmin Edge supports connection to ANT+ devices.  I purchased the bundle with the heart rate strap and the bike speed/cadence sensor.  Too bad that I could not use my Polar heart rate straps, which are excellent.  If you have a power meter that supports ANT+, you can pair it with the Edge 500.  Note that you can use the Garmin Edge 500 without the speed/cadence pickup since it will use the GPS to calculate speed/distance.  This works well when you have a GPS signal and there are not a lot of sharp bends.  I use this method to mount the Edge 500 on the rear of our tandem, where it replaced out Garmin eTrek GPS.

The speed/cadence sensor is a very nice single unit design that mounts on the chain-stay.  I had no issue with the transmission even though the pickup is quite a bit further away from the Edge 500 unit than is typical where you have a speed pickup mounted on the front fork.

Initial Setup

After charging the device for the recommended 3 hours and turning it on, I was put directly into the setup.  I noted how fast it found the satellites compared with my Garmin eTrek, even though I was indoors.  The setup involved entering your age, weight, height, etc.

Display

Then I went about modifying the display.  Similar to the Garmin hiking GPS units I have owned, I was pleased to find out you could select what data to put where you want it.  You are given 3 different pages you can switch between.  For each page, you can set from 1 to 8 data fields to view at one time.  If you select 5 or fewer fields, one field is displayed at the top in larger characters.

The number of different data you can pick from is amazing.

One thing I notice when setting up the Edge 500 was how difficult it was for me to read. I was not sure why since the size characters on the display were similar to my Polar HRM.  So I compared the two together, mounted on the bike.

The difference in the contrast is quite striking.  The Edge 500 has a contrast adjustment but that seemed to have little affect.  In all cases it was much easier for me to read the Polar 625X display.  Having used the Edge 500 on several rides now, I did note that reading anything but the large sized font at the top, is hard.  Those with better eyesight may not have an issue.

This image is from the Garmin website. I would like to know how they photographed it so the screen is so readable.

Data Download

After taking my first ride I was anxious to download from the device.  I installed the free Garmin Training Center software on my Mac.  I connected the Edge via a min-USB cord, and it was immediately found and the workout was brought in.  I was amazed how good this software was.

I find this layout much better than the Polar software, which mixes your speed, heart rate, elevation all on one graph.  Compare the above view with what I had with the Polar software shown below.

Web Based Options

Garmin also offers free web based software called Garmin Connect.  I gave that a try and the data from the Edge was brought in just as easily.

I tried some of the other web based applications.  One of particular note is Strava.  This site requires payment but does a good job of analyzing your data.

This site offers a very interesting feature.  When you upload your Edge 500 files to it, it can determine when you do certain climbs and then compares your times against other Strava users.  When I did the Metcalf Mauler ride, it knew I had climbed Metcalf and compared with other Strava users.  Too bad that I didn’t have this Garmin GPS device last year when I climbed Metcalf in 13:18, or I would be KOM on their page.

Conclusion

I am happy with my purchase of the Garmin Edge 500 and have taken the Polar speed sensor off my main bike.   It has found a home on the rear of our tandem, replacing the Gramin eTrex I was using.   Downloading the data is much easier, especially for Mac users since I no longer need to boot into Windows to get my data.  The options for analyzing the data is much greater.  I am disappointed in the screen readability.  I am not sure why Garmin can not use the same type of LCD screen that Polar uses, which would make it much easier to read while riding.  Having a GPS opens up a lot of possibilities, such as the automated climb time comparisons that sites like Strava offer.  For a very in-depth review of the Garmin Edge 500, read the blog posting by DC Rainmaker.

Categories: Equipment
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What is Percent Grade

The term “grade” comes from civil engineering and is the most common method of specifying the sloop of a hill. By definition, grade is defined as:

It is not the angle of the hill, which is measured in degrees.  A very steep section could be a 20% grade, which is about a 10 degree angle. A 45 degree angle would be 100% grade.

How Do We Use It?

There are two factors associated with a hill climb, the average grade and the grade at any given point. The average grade is easy to calculate, assuming you know the distance of the climb and the total elevation gain. Let’s take a hill that is 1 miles long with an elevation change of 1,000 feet (0.189 miles).  You can calculate the grade as follows:

On our bikes we don’t actually measure the “run” but measure the road along the slope of the hill.  Using a little trigonometry, we can determine that for this particular set of numbers the “run” is 0.98 miles and the grade is 19.2%. We could therefore use the measured distance on the bike and the error here would only be 2%, even less so for lower grades. We all know from climbing a very steep hill that a grade of 19% is very difficult, but none of the climbs we track have an average grade of 19%.  The steepest of climbs usually average no more than 10% grade, or about 500 vertical feet per mile. In California, Bolhman On Orbit averages only about 10.5%.  So although average grade is certainly a factor, there are several factors that need to be considered.

• Maximum Grade
• Total Distance
• Total Elevation Gain

How each of these impact you as a climb is very much a personal thing.  Some can power over a very steep, short section, and yet fade with a long climb, while others have a very difficult time with a short, steep grade (or maybe they are not using a low enough gearing) but can climb strong for 3,000 vertical feet.

Of all the parameters we could use to describe a hill climb, the hardest to determine is maximum grade.   Unless you are a surveyor, you are usually limited to measuring elevation gain using an instrument that is using barometric pressure (or even less accurately, GPS only).   How accurate is such a measurement?  Pretty good over a significant elevation change, but not so good over a short distance.  Couple that intrinsic error, with the aspect that a very short, but very steep pitch, is not nearly the same factor as a steep climb for 1/4 mile.  So what are the parameters that should be used calculating maximum grade?

Last year I was biking in the beautiful island of Hilo Hawaii and ventured down about the steepest road I have ever attempted on a road bike. This is a view from the top that shows the vertical descent down to the ocean.

There was a sign at the top of the road that said 25% grade.  This picture gives you the idea.

Going down was tough enough, going up was impossible and only one person in our group made it all the way up without stopping.  To excuse myself for walking a section, I stopped and used an inclinometer application in my iPhone to measure the grade, resting in on the top tube.  I measured 35% grade.

Does that mean the maximum grade was 35%?  Even if the measurement device was accurate, it was still over a distance spanned by my two wheels so a bump in the road could have a big impact.  To calculate the maximum grade, we need to decide over what distance.  It is a decision that the designers of all cyclometers that read out percent grade, need to wrestle with.  Make the distance too long and people don’t get the instant feedback they expect.  Make it too short and you get some numbers that don’t reflect what you feel and that fluctuate too rapidly.  So leave your comments here on:

• What is the minimum distance we should use to calculator maximum grade.
• How best to measure it.

We will use your feedback on developing some factor for maximum grade on the hills we track.

Website Changes

We are updating our hill climbs on the Ultra Cycling website (http://www.ultracycle.net).  We are working on maps and hill profiles for the various climbs.  Look for those changes to be coming soon.

Categories: Hill Climbs
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For those who live in the bay area and want to test their climbing skills on some of the local favorites, the 2010 Low Key Hill Climb schedule has been announced. These have had a large turn out and you can make up your own category. Many of the climbs that are planned are also on the Ultra Cycling King of the Mountain hills, so you can have a chance to enter your times here.

The links under the Low Key Hill Climb column take you to their website.  The links under the Ultra Cycling KOM Equivalent column are for the Ultra Cycling website KOM times for that hill.  Note that for the Ultra Cycling website we only include times that individuals input and do not enter any data from the LKHC or other races.

Categories: Hill Climbs
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by Lane Parker

After I failed to complete the Devil Mountain Double back in 2007 I decided that super long rides were not for me. So, the 300K (188 miles) seemed out of the question but I’ve been doing so well this year with distances up to 150 miles that I felt like the 300K would be tough but doable. And there’s something different about the brevets, at least for me. There seems to be so much comradarie among the riders than on other organized rides. In the past, I would start getting frustrated after about mile 120 and mad at myself after about mile 150 for signing up for such a distance. Saturday, I never felt that way. It was a great day.

Russ and Sheila

Now for the 300K. My good buddy Ken Emerson picked me up at 4:20 and it was off to the Golden Gate Bridge for a pep talk from Rob Hawks followed by 188 miles in the saddle. Sometimes I wonder what the hell I’m doing on a bicycle at 6AM. It had been raining most of the night but by the time we rolled we just had wet roads and, as usual, I forgot something important: this time it was my fenders. I’m sure the people following me like Russ & Sheila Stevens weren’t too happy about that. Sorry.

Like the last two brevets we wound our way through Sausalito, Corte Madera, Larkspur, then on up to Petaluma. As forecasted, the rain started up again at mid-morning but thankfully it stopped by around noon. For the first time this year, there was a secret checkpoint on the route. When I signed the sheet I noticed that someone had left their route sheet and money in a plastic bag on the tailgate of the truck. I asked Tim Houck, the checkpoint master, what was going to happen with it and he said he would take it back to Rob. With some coercion he agreed to let me take it with me and that conversation separated me from Ken and one of his legion of friends, Kobayashi. When I arrived at the check point in Petaluma, Ken told me his buddy Mojo needed money so I said “I have money.” Mojo was standing at the front of the store wondering who was going to pay for the food and drinks he was holding in his hands so I asked him if he lost his route sheet. When he said yes I handed him the plastic bag with his money and route sheet. I can’t remember seeing anyone more grateful and I was really happy I found the owner. It was a bonus that it was a good friend of Ken’s.

Rolling out of Petaluma I was lucky to be in great company with Barley & Susan Forsman, Mojo, Ken, and ironwoman Michele Santilhano. With a strong crew we cruised the next 30 miles to Healdsburg through farms and vineyards. Leaving Healdsburg at mile 80 I was feeling strong so when I got to the front I put the hammer down and when I looked back Ken and Michele were both rolling along with me so I ground out the next 25 miles or so averaging 20mph. I should have asked them to take the lead a few times or dialed it back a bit because by the time we got to Hwy 1 to turn south I needed a break. Ken and I stopped for some Advil and a bit of a stretch but Michele kept churning with some other guys who had latched on.

Susan

As we headed down Highway 1 I was amazed at how violent the ocean was. I heard later about the earthquake in Chile and wondered if the ocean behavior was related in any way to the earthquake. After the coastal run we caught up to Michele at Diekmann’s at mile 120 but didn’t see her again until the end. Barley and Susan caught us there and after a brief stop they also took off ahead of us. They said Mojo wasn’t feeling too well so he was a bit behind and we didn’t see him again. Just as we were rolling, Clyde Butt rolled up with his new best friend, Andrea Symons from Germany (another ironwoman).

Ken and I slowed the pace a bit from Diekmann’s for the next 24 miles to Marshall at mile 144 where we had the best clam chowder ever. That was the last checkpoint and it was getting dark. As we were prepping to roll, Andrea pulled in and asked if she could join us for the last 40 or so miles. That’s when we discovered how strong she is. I could tell she was capable of taking off at a faster pace but she wanted the company and it was good to have the three of us for the extra lights since it was very dark on the backroads before we got back to civilization.

Lane, Andrea and Ken

I had estimated that we could finish in 14 total hours but we spent a little longer at a couple of the stops, thankfully. So, Ken, Andrea, and I pulled in at 8:37PM. It’s such a great feeling to finish a challenging ride and not be completely wiped out.

Thanks to Rob Hawks and all the volunteers who make these events such a great success. And a big thanks to all the friendly cyclists who support each other so well throughout the ride.

Tags: Brevets
Categories: Brevets
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by John Pugliese February 17, 2010.

“The Wildest ride in the West”

“Someone said it was tougher than the Death Ride”, said the SAG driver who stopped to give me some water – I agreed. Although the Death Ride has similar elevation gain, it’s split up into fifths and only averages about 7.2% grade. Mainly, though, most cyclists who attempt the Death Ride go extremely focused and properly trained. I did Auburn as an opportunity to view some nice country, but completely had the wrong mindset.

The week before, I had gone down Highway 1 along the coast from Los Gatos to San Luis Obispo. That trip had become an adventure after I broke a chain in the dark and we ended up sleeping in a field near the coast by Lucia, south of Big Sur. After that escapade, the idea of needing to drive and get a hotel wasn’t appealing. Instead, for Auburn, I took the Amtrak Capital Corridor to Sacramento and transferred to an Amtrak bus to go to Auburn.

I arrived early enough to go to Auburn’s Old Town area and get a good meal, then I went to set up my tent. I then went to registration early to hang out with the promoters and was told of the ‘Iowa Hill Time Trial’.

Again, my mind wasn’t set right. I was set to do the 140-mile ‘Lone Ranger’ course, with 17,000 ft of climbing at the official start of 6:30, ignoring the mention that many people would start earlier. I also disregarded ‘Iowa Hill’ as just another climb like ‘The Wall’ or all the other noted climbs in events that often don’t compare to our noteworthy local climbs like Bohlman, Welch Creek or Ramona. I figured I’d blow out the paltry 1.7 miles Time Trial as if it was Redwood Gulch.

The following profile is for the 110-mile “Outlaw” route with 11466 ft. of climbing and 13.5% average grade plus the 1.75 mile timed climb up Iowa Hill. There was nothing ‘just another’ or ‘paltry’ about the day. The following profile shows the deep V prior to Iowa Hill:

The time trial occurred during the second hour of the ride in the location shown at this ‘V’ in the chart. The average grade of Iowa Hill is 13.5% and many short pitches in the 20%+ range. I stopped on the bridge just before to snap a photo:

I got back on my bike and picked up the pace as if attacking a local hill and upon crossing the chalked start line, I monitored my odometer and applied power. At 25% of the distance, I realized I needed throttle back, at 50% I realized that the distance was more important and I slowed into survival mode. Bummed, I looked up to see riders, walking or stopped. I stopped at the top and another cyclist pulled up in disbelief and said he practiced the hill and still couldn’t believe it. Having blown out the cyclists on this hill, the promoters set us up early for a long subsequent climb. Here I saw more stalled cyclists and one awaiting a SAG.

Upon getting refueled by a SAG myself, I continued on and eventually pulled into one of the rest stops:

I wasn’t able to take pictures for a while as it started raining between my last two rest stops. As such, the last rest stop turned me around, preventing me from doing the entire 140-mile course.

A bunch of us hung out under the rest area and headed back into town along a fast, wet downhill. Of course, the rain had stopped after a bit:

The Auburn Century (Wildest Ride in the West) was a challenging and beautiful ride that went through Auburn, Colfax, Meadow Vista, Foresthill and Bowman, past a reservoir and through the Sierras. Although many rides have their favorite hill challenges, or noteworthy names, The Auburn Century was a nicer surprise and worthy of repeating.

Here’s another nice review, with stats:

http://www.mtbguru.com/trip/show_static/92-auburn-century

This year’s event will be on June 12, 2010, sign up now at http://www.wildestride.com/

Categories: Ultra Distance Events
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by Franz Kelsch

I have a few major things on my bucket list that I checked off in the last few years, but one that I had not yet accomplished was to ride the Moab White Rim Trail in a single day. I have ridden it before but in 3 days so I knew that although the trail is not that technical, with over 100 miles with no water sources, over 6,000 feet of climbing, sand, and pounding from the terrain, finishing it in a single day makes it a monster ride.

A couple of weeks ago my brother Mike called and let me know they were going to attempt to do the White Rim Trail in a day and thought they would have a spot for me. I knew my friend Jim would also be interested so I checked if there was a spot for him, which became available. It was short notice and no time to do much training on the mountain bike so it was relying on my road bike training. I figured I had a fairly good chance of finishing but was not fully confident. There was going to be a vehicle to follow the riders to carry water and food, and provide the only bail out if someone could not make it.

On Thursday Jim and I made the long drive from California up to our second home in Orem, Utah. On Friday afternoon, Mike came by to pick us up for the drive to Moab. Mike and Stu’s bike were in the bed so we loaded Jim and my bike on a rear mounted rack.

It was dark by the time we arrived in Moab. The four of us checked into the motel and then met Rian, Vint and Jack who had driven from Colorado. Jack had offered to drive Mike’s truck along the route and be our support vehicle, supporting the 6 riders (2 from California, 2 from Utah and 2 from Colorado). We decided at dinner to leave in the morning at 5 am. First stop was Denny’s, the only place open at that time to get some breakfast.

From Moab it is a 30 mile drive out to the White Rim Trail. The trail itself does not form a complete loop so there is a section of connecting the two ends of the trail with 14 miles on a dirt road and then about 7 miles on a paved road. Some people do the White Rim in a Day by skipping these miles, having someone shuttle them, but we wanted to do the entire loop and finish where we started. We drove the 14 miles out on the dirt road and parked at the top of the Horsetheif Trail Climb. Our biking route would then be going back on the 14 miles of dirt road to the highway.

Our plan was to start biking around 7 am, just before civil twilight. After getting a group shot we started at 7:15 am.

It was now barely light enough to start without a light. We rode the 14 mile dirt road section back to the highway and ended up with 1,600 feet of climbing. The sun was now fully up so we decided to take off some of the clothing and put it in the truck. That stop cost us 7 minutes. It had been decided earlier to send the truck ahead at this point so it could get down Shafer Trail before we did since we could descend faster than the truck. We biked another 7 miles on the paved highway to the park entrance where we had to stop and pay the entrance fee. There was no one manning the entrance booth to take the fee and we didn’t want to bike an extra 2 miles to the visitor center to pay it. Luckily we noticed a drop box we could put in our $5 each in an envelope. Soon after the entrance we made a left turn and headed down Shafer Trail. This is my least favorite part of the White Rim Trail. It is very rocky and a relatively long steep descent. On some sections, if you went off the trail, you would fall down 500 feet because it is cut into a cliff.

When we reached the bottom at 7:43 am there was no truck. Evidently Jack had not noticed the drop box and had driven over to the visitor center to pay the entrance fee. While waiting I took a few pictures of the riders.

After the truck arrived we topped off our water and headed out, for a total stopping time of 18 minutes at that spot. Vint and Rian went out ahead, and Mike and Stu were falling behind Jim and I. Jim was riding next to me. Just as soon as he made a comment to me that my mountain biking skills had improved, he hit a bump that knocked one hand off his handlebar and he was headed off the trail. He was able to recover just in time. I thought it would have made a better story if he had taken a fall, but with a trail of rocks and slickrock, no one wanted to fall on this ride.

At 34 miles into the ride we came upon Rian, who had stopped to wait. While waiting, Jim was checking his tires and realized the rear was too low of a pressure. It seemed like a good spot to wait for the other riders and the truck.

We were not quite sure what happened and it was 15 minutes before they showed up. I guess Jack was having a hard time driving the truck to keep up with the bikers so Mike was holding back. Jim pumped his tire with the floor pump from the truck and we were off, with a total stop of 18 minutes. Rian had estimated that we needed to average 10.5 mph and stop a total of 90 minutes, or we would not finish without lights. But we had now used up half of our total allocated 90 minutes stopping time and had only gone 17 miles from the start going down Shafer Trail. We clearly needed to pick up the pace and keep any more stopping to a minimum.

Our next stop was at mile 43 and we were off within 6 minutes. We had some periodic stops along the way and were doing similar quick stops. Keeping up a fast steady pace and short stops left little time to take any pictures but I was able to grab a few at some of the stops.

At White Crack (1:24 pm and mile 58), we did take a bit longer break. With 11 minutes I was able to gobble down a PB&J sandwich and drink a diet coke. After another 2 hours we finally reached Murphy (2:15 pm and 65 miles). I knew from past experience that this was one of the hills I would not be able to climb so I got off my bike at the bottom and started to walk up. It allowed me to grab one picture of Rian who was making it up the hill.

After another short stop at the top of Murphy we continued on. Mike had promised me no more climbing before the last climb so I kept saying, “hey I would call this a climb” every time we had to go up.

Actually we had some real serious climbing up Hardscrable (87 miles and 4:45 pm). This section proved too difficult for me so I was walking part of the climbs but Rian and some others were motoring up them. I could never figure how someone could climb such steep grades with rocks and loose dirt. It was amazing to watch.

We now started our descend down to the Green River. I recall last year this section had a lot of sand that I had to walk through this year I was able to stay on the bike. I could see several vehicles stopped on the road ahead. Some group, headed in the opposite direction as we were going, had got stuck trying to pull a loaded trailer with a truck that just had street tires on it. Cars had been stopped behind it. This is a steep section and no room for a vehicle to go around and it was difficult enough just to get my bike around the congestion. They kept trying to put some rocks under the truck tires to get traction but were failing. I decided to bike on down where I saw Vint waiting. It was now 5:16 pm and I was running out of daylight so Jim and I decided to go ahead. But that meant we could not retrieve any water or food, or even our lights, from the support vehicle. I had enough water and hoped we could make it before dark. Vint said he was going to wait for a short while to see if they freed the road, then catch us.

Finally we reached my favorite part of the trail, along the Green river. Jim was not feeling that great so we made one stop to take on some more food. While we were waiting Vint and Rian joined us and told us that the trailer had finally got freed so it should not be too long before our support vehicle could continue on. We all continued along together. Rian’s bottom bracket was making a real racket so I was not sure he would be able to make it. At last, at 6:13 pm we made it to the bottom of the final climb up Horsethief Trail. We had figured that we could bike without lights until 7 pm so I knew that I had plenty of time to make the climb. I was feeling fine enough so I went ahead and reached the parking lot at 6:35 pm, with plenty of time to spare before it was too dark to bike without a light. It was a great feeling to finish such an epic ride.

I grabbed my camera and took some pictures of the other riders as they finished right behind me.

It was getting cold now. Luckily I had kept a jacket in my Camelbak but that was not enough. Rian and Vint had both parked their cars at the top, but both had left their keys in the support vehicle. Fortunately Rian had a keypad so we could get in his car, out of the wind. Another gal was also parked there, waiting for her group who had also been doing the White Rim in a day. Some time passed and no sign of Mike and Stu or any of the riders she was waiting for. One of the riders from the other group finally came in and gave us an update that although the trailer had been freed, it got stuck again. I figured Mike had stayed back to watch his truck and would not leave until it had got through. We were not sure how long it was going to be now. Finally a second rider from the other group arrived and let us know that the trailer had finally cleared the climb. At 7:48 pm Mike and Stu arrived, wearing headlamps. Right behind them was the support vehicle.

It turned out to be ideal conditions. Although this time of the year meant less sunlight, the temperature was just about right for such a long ride. I had a fantastic time and the group of guys I was riding with made it extra special.

Later I downloaded the data from my Polar heart rate monitor. I had to adjust my distances because I didn’t have things set right for my mountain bike so I was reading 7% low on the distance. Mike got around 100 miles on his Garmin GPS so I used that as the total distance and adjusted things accordingly. Here is a elevation profile and some other data. Click the chart to view enlarged.

Date: 10/24/09
Distance: 100 miles
Climbing: 6,600 feet
Average Heart Rate: 132
Maximum Heart Rate: 169 (93% of Max HR)
Average Speed (rolling): 10.5 mph
Total Time: 11:20
Stopping Time: 1:50

Categories: Mountain Biking
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by Alison Chaiken

In The Complete Guide to Climbing (By Bike), author John Summerson wrote about Mount Washington Auto Road Bicycle Hillclimb: The most difficult road bike hill climb in the U.S. and perhaps the world, this road is only open to bikes during the annual hill climb race usually held in August and at times for several hours for a practice ride shortly before the race. No concession to gradient was made as it starts out steep and never lets up all the way to the top.

Woot! I had to try it. That meant getting up at 4:45 AM on February 1st, 2009, as the registration opened at 8 AM Eastern Time. In 2008, the 600-person field filled in 7 minutes. The fact that my family lives near Mt. Washington in northern New Hampshire meant that the race could be part of a longer vacation. A friend of my father’s told him that the gradient was so steep that cyclists had to stand the entire way. As a Low-Key Hillclimber and veteran of many Almaden Cycle Touring Club “billygoat” hills of gradient greater than 20%, I knew that I would not have to stand for much of an average-12% climb. Nonetheless, the 4725′ elevation gain over 7.4 miles was a bit scary, especially when paired with the 22% finish, reminiscent of our local Mt. Diablo’s 16% finish. You do have to wonder about an event where the winningest riders in both the men’s and women’s categories are under long-term ban by the World Anti-Doping Agency.

According to Summerson, Mt. Washington has the toughest 5-mile climb in the U.S., with an average 12.1% slope over that distance. The Angliru featured in the Vuelta a Espana goes up at an average gradient of 10.1% over 7.8 miles, while the infamous L’Alpe d’Huez of the Tour de France rises up 8.4% over 8.1 miles. By comparison, local lung-buster Alba climbs 2050′ over 3.9 miles for an average 10% grade, with the fearsome Bohlmann-On Orbit rising 2337′ over 4.7 miles for a similar 10%. Mt. Washington thus has about twice the elevation gain of Bohlmann-On Orbit over significantly less than twice the distance. As a frequent climber of these Bay Area hills, I normally ride a 52-39-30 in the front and an 11-27 in the back and definitely had occasion to use my lowest gear at Mt. Washington.

The race was on August 15th, 2009. I flew out to New England on the 13th and stayed with my brother. Jim Chaskin of The Bicycle Outfitter packed my bike up and shipped it, and thanks to help from friend Michele Rae, UPS figured out where it was and delivered it on the 14th. The night before the race, my father, brother and their wives and I stayed over at the Mt. Madison Motel in Gorham, NH.

The morning of the event, I drove out to the Glen View Cafe at the base of the Mountain and had breakfast with a few other participants. Mt. Washington is famous for its bad weather, but August 15th dawned clear and warm. The summit was clearly visible from the base, and riders could see how nearby and high it was!

The race start was amusing because I showed up in my Alto Velo kit, and the P.A. announcer clearly thought I was one of the Webcor women pros. A Colavita rider I spoke to was very friendly as she clearly was wondering why she didn’t recognize me. We 500+ riders went off in five flights all initiated by a loud gun. I was in the 4th of 5th flights, presumably based on the estimated time (90 minutes) I submitted.

At the bottom - Credit: Philbrick Photo

As noted in the press coverage, the day was beautiful, and riders were actually hot at the bottom. The road surface was mostly smooth and wide in the first five miles. While I could tell that we were definitely going uphill, the variable 10-15% grade didn’t seem any worse than going up Hicks or Montebello, because it wasn’t. There were two kilometer-long stretches averaging > 14%, on one of which I did stand a bit, but for the most part I was taking it easy and conserving my energy. I was pretty nervous when we hit the dirt/gravel section at about mile 5, but since there had been just a bit of recent rain, the roadbed was packed and traction was good. I rode on the embedded-gravel section in the center of the road since
I was worried about slipping my traction wheel when the dirt turned up, but then I was nervous about flatting on some of the sharper-looking rocks. Everyone definitely breathed a sigh of relief when they got back on pavement at about mile 6.5.

About Halfway - Credit: Philbrick Photo

By this point, the road was a bit narrow and twisty. The views were spectacular since the day was so clear: 360-degree panoramas of all of the craggy and green Presidential Range. By this point, I was having a fabulous time and knew I was going to make it all the way to the top, so I picked up the pace a wee bit. The whole way I was passing riders who were resting or walking, and now I started passing folks who were still riding. As we approached the summit, we entered some mist.

Final Climb - Credit: Philbrick Photo

In the last mile, I started to go past a lot of spectators. There had been scattered fans all the way up, but as we got into the last half-mile, real crowds were lining the road. At about a
quarter-mile out, I saw that my brother had chalked my name on the roadbed! That really surprised me, and I clicked up a couple of a gears and accelerated, which caused a couple of spectators to hoot encouragement at me.

View of the last wall before the road narrows and the pavement deteriortaes

I came around the final big turn and saw the last wall, which is as steep as Cat’s Hill, but 50 yards long, with two hairpin turns and several big potholes. If those challenges weren’t enough, I saw that the road was only 12-15′ wide, and at the edge were not barriers or course marshals, but spectators with flailing arms and baby strollers. Yikes! I was reminded of
photos of Liege-Bastogne-Liege or the Tour of Flanders:

The Muur van Geraardsbergen in Ronde van Vlaanderen (Tour of Flanders) for women. At least there's a rope between the riders and the crowd. Photo taken by Lander Vandergucht.

I had plenty of energy to put on a sprint to the finish, but I was scared. I stay seated, and moving my eyes rapidly between the spectators and the potholes, ground up the final climb. I bobbled in a giant pothole but did not go over. As I hit the first hairpin, I heard my family screaming, “GO ALISON! GO!” They must have been inches away from me although I hadn’t seen them.

Okay, it was hard.

Later on my family told me that: a) the woman’s overall winner Sue Schlatter had fallen on the same pothole while standing and pumping; and b) spectators had knocked over a unicyclist who was insane enough to ride up Mt. Washington. I’m glad I was conservative on the final bit as, hey, I already had road rash at the start! I rolled around the final bend and over the finish to have attendants grab me, put a blanket over me, and hand me water. Awesome.

I was 12/17 in my W45-50 category, which includes the top two women’s finishers. In retrospect, I could have gone about 10 or 15 minutes faster than my 108-minute finish, but I was nervous about the gravel section and the 22-24% finish and went quite slow at the bottom. My tracklog on Google MyMaps includes my warm-up as well as the race.

After the event, my family gave me a ride down, as racers were not allowed to descend. Hell, a lot of cars are not allowed to drive up!

Half the cars in New England have a sticker

All in all, the race was a wonderful experience. I forget how beautiful New England is between visits. I totally recommend racing
in front of your family even if they are not sports fans.

For contrast, read men’s overall winner Phil Gaimon’s report.

alchaiken@gmail.com (Alison Chaiken)

Categories: Races
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by Vince Cummings

I decided to do a new double century called the White Mountain Double to get my third official double for the year in the Triple Crown series. This ride climbs to the top of White Mountain after a flat thirteen mile warm up. The climb gains 6000 feet in twenty miles. After that the ride skirts near the northern boundary of Death Valley heading east. Then it swings north for many miles before turning west and heading back southwest over a long climb and through Benton to the start/finish in Bishop California.

I really like the Bishop area so I took some vacation days from work and went up a couple days before Saturday’s ride to acclimate to the altitude and to explore the area. All the weather reports I heard were for record high temperatures all over the area for Saturday.

By Friday night I was a little apprehensive about the heat. I also had an upset stomach due to too much carbo loading. I went to bed fairly early but could not sleep much.

The ride had two ride starts. The first start was at 4:15 for the predicted slower riders and the second was at 5:15 for people who felt that they could finish the ride in 14 hours or less. I felt fairly confident that I could finish within 14 hours since I finished the Eastern Sierra reroute with about 1500 more estimated feet of climbing in much colder but just as harsh conditions as I expected to find Saturday.

At 2:15 AM I wasn’t sleeping though so I decided to try and make the early start. One thing I learned on this ride was that it is a good idea to check the tires for damage as soon as possible after getting up. I waited until about a half hour before the ride start to find a thorn in my front tire. Fortunately I had a new Michelin Pro Race 3 with me and this was a good excuse to put it on with a new tube.

I made it to the ride start on time and we rolled south down Highway 395 on time at 4:15 am. I led for awhile but fortunately someone else came to the front for most of the ride to the foot of White Mountain. I stopped to take off my vest at the turn off to Death Valley Road right before the start of the climb. This allowed me not to have a dry vest when I got to the top and it kept me from racing up the first climb.

After about 10 minutes I got a good rythmn going and I was able to pass most of the riders who got ahead of me when I put on my vest. I stopped at the first bathroom though and this took about 10 minutes. Then I stopped at the rest stop to fill my bottles.

Even with all those stops I only counted about 10 riders in front of me. So I wasn’t feeling too bad about the ride when I got to the 10000 plus foot paved summit of White Mountain ( a dirt road continues to near the 14000 foot plus summit).

I checked in at the summit station and put my vest back on. The descent wasn’t too bad and it was getting quite warm already.

The next stop was at the same aid station to make sure I had enough Perpeteum to last the next aid station. I stopped again at the bottom of White Mountain Road to drop off my vest and a thermal shirt and my back tail light to have them transported to near the final aid station where I would pick them up later.

After about 6 more miles of very fun descending I was finally at the low point of the ride and the long flat desert road stretched out before me. At this point there was one rider about 1/4 mile in front of me and I was riding with another. We caught the other rider (Jim Poppy from Palo Alto) but the other rider didn’t want to work as hard so he fell back.

We filled our bottles and headed toward Gilbert Pass. I was climbing pretty well at this point and Jim fell back. After the climb though he quickly caught me and we worked together for a few miles (maybe only 5 miles). This was tiring and boring for me though. Even though it is faster to work with two riders it is so monotonous that I chose to go slower instead and let Jim keep a faster pace.

The next rest stop was at a bar appropriately called “The Boonies.” After a 20 minute break there I took off and Jim took off a few minutes later. By now the desert road was getting a little boring and I had developed an annoying habit of looking at my cycle computer every 30 seconds. At this point I started making a mental note to look at the computer as little as possible and just concentrate on the scenery. This strategy worked quite well especially after a short climb dropped me into a beautiful desert basin surrounded by painted mountains. This was at mile 110 and I was feeling a second wind which lasted all the way until the next stop which was the smoothie station.

I arrived at the smoothie station a few minutes behind Jim. A couple fast 5:15 am starters caught us there. After a smoothie and a fresh dose of sunblock and fuel I was ready. Now it started to get hot. As I started the climb the two 5:15 starters passed me. This was first time anyone had passed me since the start of the White Mountain climb 100 miles ago. Jim was well ahead of me too. But no one really took off at light speed and I kept them within sight (as much as I could see with all the sweat dripping sun block into my eyes). This was another 15 plus mile climb and I was very unprepared for it. Although I was still climbing at a decent pace it did throw my calculations for the ride off.

At the next station I could feel a mild bonk (is bonk an adjective?) and the heat was starting to slow me as well. I let someone park my bike for me and I took a seat with a cold cup of water for about 10 minutes. When I got back on the bike I noticed that my computer had been zeroed out. It’s a newer cateye and it has a hair trigger on all the functions so it’s best to leave it on “distance 2″ because if that gets zeroed out the other information stays. On all the other functions a simple touch can wipe out everything but distance 2 and total odometer. I only mention this because I think it may be a better idea to decline an offer of help with my bike on doubles. I think just gently laying the bike down is a better idea rather than letting someone else touch it or spending time trying to think of a good place to keep it standing.

Back on the bike I hit the last climb of the day and I was still climbing ok but definitely not fast. The downhill into Benton was the easiest part of the ride. I passed the rest stop and came to the foot of the last climb of the Eastern Sierra reroute. Fortunately at that point one of the ride volunteers came driving up and told me I had missed the stop. I took another 10 minutes at this stop and was anticipating the promised tail wind that I had enjoyed for the final 37 miles of the Eastern Sierra reroute earlier this year.

That wasn’t happening on this day though. I rode by some flags and they were flying straight into my face. So I went into survival mode. The two 5:15 starters who had passed me earlier had stopped at the rest stop for an extended break because one of them seemed to be suffering from too much water retention, with similar symptoms to the ones described by Russ Steven’s on his Hoodoo attempt. These were two riders who probably could finish a ride like the normal Eastern Sierra Route in 11 to 11.5 hours or better. As I geared down for my struggle with the headwind they passed me at about 19 to 20 mph. I thought about grabbing their wheel since I am sure they weren’t going full speed but thought better of it since I was getting pretty tired by now.

Once I hit mile 190 I knew I would get my Triple Crown for the year so I decided to take a break or two on the way in. I pulled over just after the sun went down at a place that looked comfortable and safe to rest a few minutes. I felt something on my leg, looked down, and the mosquitoes were getting ready to inject. Needless to say this kept me riding into Bishop which led to a shower and dinner at a reasonable hour and a fair nights sleep. The next day I was feeling better than usual after a double and stopped to explore the June Lakes area and Bodie State Historical Park.

So if I had a good nights sleep before the double I would have started at 5:15 and probably not been much faster throughout the ride. If it wasn’t for the mosquitoes coming out as the sun went down I would have stopped one or two times in the last ten miles. Thanks to both of these things though I finished exactly at 7:00 and was able recover enough to enjoy the drive home.

The double itself was nice. Good support and friendly staff at all the rest stops. The route was difficult because after the first three climbs there is a 70 mile (approximately) trek north which on this day was into a headwind. The headwind wasn’t so bad but the ride had a fairly small turnout (83 started) so there wasn’t much help for the headwind. Of course the predicted tailwind from Benton to Bishop turned into a strong headwind as well which probably cost me about a half hour at least. Anyway, all that is part of cycling and since I didn’t really draft anyone all day, I feel more of a sense of accomplishment for finishing this one which is my toughest double to date.

Here is the link to more information and results for this double…http://www.ndzone.com/

Categories: White Mountain Double
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