Fleche Opperman Nationwide Results Insurance

Transcription

Checkpoint
The endurance cyclist’s magazine
No. 14 Summer 2002/03
Insurance breakthrough!
Fleche Opperman
Nationwide Results
1
2
this issue...
Presidents Pedals
Presidents Pedals ...................................... 3
Editorial ..................................................... 4
Round Westernport ride report .............. 5
Paris-Brest pastry photo quiz winners ... 5
Semaine Federale - what is it? .................. 5
Getting Wired for PBP ............................ 6
Lightspin Trials ......................................... 7
Dual Headlight Systems .......................... 7
PBP Participant Watch .............................. 8
PBP Route Profile ................................... 10
Silca Track Pump Winner ....................... 11
Hunter Valley Explorer ride report ....... 11
Australian Jersey Competition .............. 12
Sir Oppy, from Rochester to France ...... 13
Fleche Opperman Results ...................... 14
Conditions beat Oppy riders ................. 16
Bosch on Quality versus Quantity ........ 17
Three Swedish Lakes ride report ........... 18
Alpine Classic call for volunteers ........... 19
Light up your Life ................................... 19
Canola Canter ride report ....................... 20
Rider Profile: Loretta Armitage ............ 21
Raid Finishers ......................................... 21
Carbohydrate recommendations .......... 22
Springtime rides in NE Victoria ........... 24
Risk Management & Duty of Care ...... 26
ACP News ............................................... 26
Cover photo: Just one of the
many elated teams to finish the 2002
Fleche Opperman at Rochester,
Victoria. Pictured from left to right
are Dino Poloinato, Peter Stoneman
and Andrew Raadgever of the
Leetos Tris First team. The trio
rode 374km from Leeton in southern
New South Wales. They were
supported by Elizabeth Stoneman
and Cheryl Fox.
Full results are shown on page 14.
Photo courtesy Andrew Raadgever.
I am extremely delighted to be able to tell
you that the Club has secured insurance for
its members. We have affiliated with a much
larger organisation, the Australian Cycling
Federation (ACF), an 11,000 member strong
group primarily associated with bicycle
racing. Our affiliation provides us with
the much sought after Public Liability and
Personal Accident insurance that we needed
to survive as a Club. Other than insurance
through ACF there is no other connection
with them. Our members are not eligible
to race in their events unless they hold an
appropriate ACF licence. Furthermore we
are able to offer our complete calendar of
rides to members, not a cut-down version
which was previously mooted. Details of
the new policy will be forwarded to
members when they become available.
I encourge all those members who have
held off renewing their membership to now
continue to support the club. To renew,
either visit the Clubs website at
www.audax.org.au/membership, or send
your name, address, telephone number and
date of birth, with payment to Audax
Australia Inc ($40 per person, $24
additional people at same address), to
Membership Secretary, PO Box 12144,
ABeckett St, Melbourne VIC 8006.
I would also like to give you a history of
the events leading up to our insurance
dilemma.
First of all I want to apologise to those
members who do not subscribe to the email list. I thought that it would be better
to make as many members as possible
aware of the situation as quickly as
possible. As the insurance issue was
capable of changing at a moments notice,
it was conceivable that by the time a letter
was stuffed, sealed and posted, the
insurance issue could have been resolved.
This was not the case and all members
should have received a note from me
outlining the events of late October / early
November.
Without wanting to rehash everything
Monsieur Hans Dusink
that has been written, I think a brief
summary is warranted. Up until the end of
October 2002 Audax Australia members
had a basic Personal Accident coverage and
ride organisers and volunteers were covered
against negligence by a Public Liability policy.
Audax was one of many organisations
covered under this policy. Late in October
our broker was advised that cycling clubs
did not fit under this type of policy. He
was also advised that our cover would be
extended to mid November.
After notifying the Committee and State
correspondents, I sent the first email to the
list outlining the problem. In this note I
advised that it was probable that all rides
after 15th November would be cancelled
unless insurance was obtained. From this
first letter we received many constructive
suggestions. Some have been followed up
and others are in progress.
The National Committee then sat down
to determine the best course of action. We
approached three brokers that specialise in
sports insurance. It was decided that there
was no point in approaching more brokers
as all sport insurance in Australia is
underwritten by only a handful of
companies. We received a quote from two
of the brokers (from the same insurance
company). The price quoted was 11 times
continued overleaf...
3
continued from previous page
that of our previous insurance, this was
totally out of the question. We have been
advised that there is no specific problem
with Audax, but that we have been caught
up in the general difficulties with provision
of public liability insurance. In addition,
Audax is not easy to slot into standard
categories.
This advice led to the second email to the
list. In it I advised that until the insurance
issue was resolved no Audax run events
would be held. Exceptions to this policy
were the Pyrenees Magic, which has obtained
a special policy for the event and the Alpine
Classic, which was sourcing its own Public
Liability policy. As an interim measure
Melbourne region bundled several events
into two multi-distance events and sought
insurance for these specific events.
The dilemma we faced was how to
approach the balance of the year. Realistically
all Audax rides up until Christmas were
doubtful. I know that there were many
riders planning to qualify for PBP prior to
Christmas, but my concerns were mainly
with the survival of the Audax Club.
At the National Committee phone hook
up it was decided that we should cull the
calendar from 370 events Australia wide to
a significantly lesser amount. We would then
submit this cut down calendar to the
underwriter with a view to receiving a more
realistic quote.
A second, parallel strategy was to look for
another cycling body that we could affiliate
with, thereby receiving the benefit of being
part of a much larger organisation and in
the future we would not have to go it alone
in the insurance jungle. At the time of
writing this had not yet come to fruition.
State correspondents were also asked to
examine the possibility of linking up with
other clubs with a view of running rides
under the auspices of another ride club or
their State Bicycling Group.
Other Matters:
In spite the insurance issues and the
doubts that hang over us, we have
continued to upgrade our lighting
requirements. At the last National
Committee meeting a motion was passed
making it mandatory for ride organisers
to ensure that lighting inspections are
carried out prior to issuing a brevet card.
This inspection is to be recorded on a
checklist. A sample checklist is on the
website in the How to run a ride
guidelines issued by Melbourne region. I
think that it is important to remember that
everything we do to make riders safer helps
our credibility with insurers and other road
users. We are not trying to impose onerous
responsibilities on our organisers. We want
to ensure that in the event of an accident
that we can show that the ride rules have
been followed.
Amendments to the constitution are
another item on our agenda. We need to,
among other things, clarify the
organisation structure of the club. We need
to examine the relationships between the
National Administration and the regions.
More will develop over the ensuing period,
but suffice to say that any help will be
gratefully accepted.
Now it is time to get back on the bike and
keep the kilometre count up. PBP here I
come.
Until next time, safe cycling
Hans Dusink, President
Editorial
Welcome to the new look Checkpoint. Im
always keen to hear feedback on any aspect
of the magazine and hopefully this edition
addresses some comments received to date.
No doubt many members will have been
affected by the insurance crisis which hit
the Club in mid November. Thankfully
this issue was resolved just prior to
Christmas, an excellent gift for the Club
members.
Those on the committee that worked
especially hard on this issue were Hans
Dusink, Barry Moore and Peter Matthews.
So next time youre out and you see them
on the road, please pick them up, or better
still, let them know that you appreciate their
entirely voluntary efforts for your benefit.
Wishing you all the best for the new year
and beyond.
Checkpoint
The Endurance Cyclists Magazine
Produced quarterly for members of the
Audax Club of Australia Inc
Editor & Design Patrick van Dyk
Distribution Phil Bellette
Contributions
Checkpoint welcomes contributions on all
aspects of endurance cycling. Contribution
guidelines can be found on our website, or by
contacting the Editor.
Advertising
Your product or service will reach hundreds
of cyclists around Australia with an
advertisement in Checkpoint. For rates and
guidelines, please visit our website.
Website
www.audax.org.au/checkpoint
Email
[email protected]
We have alerted Audax Club Parisien and
LRM. They were watching the outcome
with great interest.
Postal Address
Editor, Checkpoint
PO Box 12144
ABeckett St
Melbourne VIC 8006
I want to thank all members for their
understanding and support. A lot of work
has gone into this issue and it has thankfully
resulted to a satisfactory outcome.
Deadlines
The closing date for contributions for the next
edition of Checkpoint is 28 February 2003.
Advertising material deadline is 21 February
2003.
4
Round Westernport
Doug Kuhn
The last Sunday in September saw seventy-four eager riders assemble at Tooradin for a 110km circuit of
Westernport Bay. This was despite being held the day after the AFL Grand Final, when Melbourne saw heavy
rain, hail and strong winds. The forecast for the day of the ride was only slightly better.
This ride is an ideal a warm-up for Roundthe-Bay (a 220km ride around Port Phillip
Bay for non-Victorians) held about three
weeks later. Most of the riders were not
Audax members so this was their easy
introduction to the club. An added incentive
was that Audax Melbourne Region would
provide a certificate for those riders who
complete both this ride and the more
popular Round the Bay ride circuits in the
same year. Driving to the starting point was
through heavy showers of rain for many
riders but by the 8:00am start time the rain
had cleared and it was cool (some said
freezing), cloudy and overcast. However, a
steady breeze was developing which would
test some riders stamina in parts of the
ride.
The route follows the main road to San
Remo where riders cross a road bridge that
links Phillip Island to the mainland.
Another 20km has the riders on the
opposite side of the island at Cowes where
all riders re-assemble to catch a ferry
departing at noon. This meant that all
riders had to complete the first 75km to
Cowes in 4 hours. The terrain is fairly flat
but the stiff headwind and a few riders
only just arriving in time. Multiple
punctures also slowed down some riders.
Of course there were a few who arrived
with more than an hour to spare and so
had ample opportunity to patronize the
local coffee shops and bakery. As the boat
pulled away from the jetty there were still
Semaine Federale
What is it? Its a week long cycle-fest
which is held annually in France and
attracts over 10,000 riders. A daily
choice of ride distances up to 200km
make for ideal PBP training or just a
holiday on two-wheels. Unlike the
A ferry crowded crossing!
four riders missing in action. They arrived
at Cowes soon after and were very lucky
to find another small ferry operated by a
different company was running a special
service that weekend and could take them
and their bikes across. Their voyage took
them via French Island, the site of an old
prison farm, but the alternative was to turn
around and ride back on the same route.
A swim across the bay is not really an
option hence the site of the prison
especially with a bike!
of riders and their bikes were unloaded back
on the mainland at Stony Point from where
they continued the ride through Hastings
and then along some more minor roads,
back to the start/finish at Tooradin. The
wind had increased in strength but was now
a very welcome tail wind making the last
35km very quick. We were very lucky as the
rain threatened but held off for the duration
of the ride. For those wanting a ride thats
a bit different why not give it a try next
year?
After a 30 minute ferry ride the main group
Great rides in Australia, the Semaine
Federale has a fixed base camp. Most
participants camp in one of the many
makeshift campgrounds, also known as
cowfields. The atmosphere is great, with
riders from around the globe participating
and foreigners are made especially welcome.
Meals are BYO or you can take advantage
of the communal dining facilities at the
events headquarters, at reasonable prices.
Towns along the routes put on special
events for the riders.
For 2003, low gears are strongly
recommended.
You can get more details via the internet
at www.cosfic2003.org/.
5
Getting Wired for PBP
Lighting plans of a novice
k
Greg Cunningham
Hans Dusinks PBP News column in a previous issue of Checkpoint talked about the need to start getting wired
with lighting for PBP in August 2003, to cater for three or four nights. There are various lighting options that should
be considered. This article focuses on the Schmidt hub dynamo from the perspective of a recent convert.
I am a PBP hopeful, though I wont know
until much closer to the time if I can get
across to attempt the ride. I started
thinking about the lighting task while doing
my second super series back in 1999 with
PBP ancien John Quinn. I did another
super series earlier this year to start to tune
up again for long distance riding and also
to test out my new Schmidt hub dynamo
that I mail ordered from St Kilda Cycles in
Melbourne and had built into a wheel in
Canberra. I previously used an antiquated
(1993) NightPro SLA rechargable
system with dual headlights that allowed
me to get almost 10 hours of light if mainly
using one of the lights with a 2.6 watt bulb.
For longer Audax rides this year Ive been
using the Schmidt hub with two handlebarmounted Lumotec headlights that operate
via a switchbox so they can be used
independently or together.
For
commuting I use a single fork mounted
Lumotec lamp. I am extremely pleased
with the Schmidt hub - a wonderful,
though expensive, purchase.
The Schmidt hub package now costs
$350 from importer St Kilda Cycles (039534 3074). This includes the hub, one
Lumotec light with an on/off switch,
and a coaxial cable connection to the hub.
The cost of a rim, spokes and
wheelbuild must then be factored in,
which would likely make the cost in the
order of $450-$500, depending on rim
choice. I spent significantly more than
this, because my second light set uses
two standard (unswitched) Lumotec
lights at $45 each, together with a
handlebar mounting (Minoura
spacebar), homemade switchbox with
electrical bits and pieces, and coaxial cable.
More information is provided below on
the switchbox. Also see the webpage
6
links further below for lots of
information about the Schmidt hub.
So Ive finally been freed from the
recharging treadmill, and I have very good
lighting for riding Audax events in the
countryside at night. And even though Im
not using a particularly lightweight
mounting arrangement for my dual
headlights, I estimate that Ive saved about
half a kilo compared with my previous
lighting system, taking account of the
weight of the hubs, all the bits & pieces,
and the SLA battery in my previous system.
Having a reasonable amount of Audax
experience, I couldnt expect the standard
of lighting that comes with expensive
rechargeable systems because you cant
hope to get that when riding very long
distances at night. But the light output
from my dual headlight system is great for
Audax purposes. Even the single Lumotec
that I use for commuting is very good for
Audax riding - I used it on a 300 and a 400
before the dual headlight system was ready.
The homemade switch for the dual
headlight allows use of either lamps
independently or both at once - the switch
is configured such that if a bulb blows on
one of the lamps I can still use the other
one. For this system I have the angles for
each of the lamps set differently so that
the lights work like a low beam/high beam.
The second light is used only when going
fast enough (15-18km/h) to get sufficient
power out of the hub.
The lamps throw a very ample flood of
light that is close to the width of a traffic
lane (when the lights are set at the correct
angle), and I never have any trouble picking
up things ahead when using the single light,
even when going downhill at speed.
Theoretically there is extra drag when using
The Schmidt dynohub gets the thumbs up.
Photo courtesy Peter White
one or both of the lights, but in practice I
dont notice a difference in pedalling effort
or speed when switching them off and on.
The front end of the bike does feel a bit
heavier than normal, due to the additional
weight of the Schmidt hub compared with
the XT hub on my other front wheel.
The idea for the homemade switch
arrangement I am using came from one
of my Canberra Audax mates, Bob
McHugh, who wrote an article on the
Schmidt for the Pedal Power ACT
Canberra Cyclist journal last year. His
article, Roll Your Own and Light Up,
can be found on the internet at
www.pedalpower.org.au/cancycle/cc1602.pdf .
The important point that I didnt realise
until Bob bought it to my attention is that
the switch on the dual secondary
headlight system that can be bought as an
extra with the Schmidt package does not
allow independent use of the lamps. If
the bulb on the primary light blows, the
secondary lamp would be unusable - see
the sub-story Dual Headlights Systems
by Bob McHugh. So I bought two
standard Lumotecs and my electrician father
made up a switchbox like Bobs, which is
handlebar mounted on a Minoura
spacebar. There was a lot of labour
involved in setting up all this. Note that
the Schmidt hub may be damaged if two
headlights are wired in parallel.
Ive also recently bought a PrinctonTec
Matrix headlamp which has white LED
and incandescent bulb options, and weighs
only 170 grams. I bought this after reading
advice that using the white LED option
(with 100 hour burn time) will help pick
up route signs and provide light to help
fix a puncture at night and to see a cycle
computer and route map. Im also very
pleased with the lighting from the Matrix
headlamp, which Ive been using on my
commute. Motorists coming out from side
roads seem to be picking me up well in
advance, and it illuminates signs even in
built up areas.
I plan that my backup lighting for PBP,
if I get there, would include the single
Lumotec lamp for the Schmidt with the
fork mounting, as well as the incandescent
bulb for the PrincetonTec headlamp.
Theres not much additional weight
involved in these.
Lightspin Trials
British based Lightspin manufacturer
Dynosys recently sent out a call to
randonneurs around the globe to test their
new Lightspin dynamo. With the help of
email, they had their participants in no time.
The product features a new mechanism
for applying the pulley wheel against the
wheel, adjustable pressure spring for added
friction in extreme conditions, and
powerful electronics supporting 4W
power.
You can get details of the product from
www.lightspin.ch/indexe.html, or try any
of the following members, who have
volunteered for the trial, subject to
selection: Alan Walker, Peter Moore, Peter
Horsley, Peter Weiss or Peter Matthews of
Victoria; , Ian Peak of South Australia; Paul
Gregory of Tasmania; Duncan McDonald
of Queensland and Malcolm Rogers or
Ross Theo of New South Wales.
Links to Schmidt dynohub information
* www.peterwhitecycles.com/Schmidt-Lumotec.asp - technical and other info re
the Schmidt from a US importer/retailer.
* www.blayleys.com/articles/lights/page2 - comments from US couple Pamela
Blalock and John Bayley, who are seasoned long distance Audax riders, including
PBP and BMB. Well worth reading their comments on lighting generally and on the
Schmidt in particular. They are out & out fans of the Schmidt hub, owning 5
altogether.
* http://simon.trinhall.cam.ac.uk/bike/dynotest.html - a copy of UK Cyclists
Touring Club test comparison by Chris Juden of various dynamo options, concluding
that the Schmidt is the most efficient.
* http://simon.trinhall.cam.ac.uk/bike/schmidt.html - Myra VanInwegens
comments on the Schmidt. These appear unfavourable re countryside riding at night,
and for a long while they put me off buying the Schmidt. But I think Myra hasnt got
the Lumotec light angle set up properly, because her experience of narrow tunnel
vision is very much at odds with mine.
Dual Headlight Systems
Bob McHugh
When considering lighting I thought of
using a primary and secondary set up like
the one available with the Schmidt hub but
decided on the switch box for two reasons.
The first is that I want to be able to run
either of the two headlights as the primary
in case of bulb failure in either. The
primary/secondary set up described by
Peter White will allow the secondary to
be turned on and off with out affecting
the primary. (The switch on the secondary
either directs current to the bulb, or it
bypasses the bulb, making a connection
between the primary light and one pole
of the generator. Theres no simple off
position that simply breaks the circuit.)
However, the same is not true of the
primary. That switch either directs current
to the bulb (and thence to the secondary
switch) or it opens the circuit by going into
a simple off position. So, if the primary
bulb fails, the secondary unit wont work.
It would be possible to wire two
secondary units in series so that either bulb
could be used. There are problems with
this approach. It would not be possible to
turn the circuit completely off. A totally
separate on-off switch would be needed to
turn the current off and reduce the generator
drag to negligible levels. But worse, because
the switches on the secondary units are
totally separate it would be possible to
bypass BOTH BULBS and drive current
through the circuit with no load, thereby
BURNING OUT THE HUB. Probably, it
would be very easy to do this in the daylight.
My switch box has two switches. One
simply turns the circuit on and off. The
second is really two switches in one unit
(three positions) which turns either or both
lights on. In my circuit, its not possible to
short out the generator.
The second reason is that I wanted to
add a degree of protection against
moisture. The Lumotec switch appears
to be not well protected from the weather.
Id give it just a couple of years before
corrosion causes failure. I dont use the
Lumotec switch at all. The spade terminals
on the light work completely
independently of its integrated switch and
input cable. In fact, I should have realised
that there is no need to buy the special
switched light for this arrangement.
7
PBP Participant Watch
Has any progress been made? Have plans changed? We find out in the second instalment of this series which
follows the progress of five riders who are planning for Paris-Brest-Paris 2003. Who are the 5 intrepid soles?
Gillian Helyar, Peter Martin, David Stevenson, Ian Peak and Garry Armsworth - a mix of first time and repeat
PBP riders, with varying degrees of riding experience and some very different attitudes to the event.
The PBP qualifying period has
started. Have you already
attempted a qualifier or have you
planned which ones you will do?
Gillian
No I have not yet done a qualifier but
plan to do a 300km in December, and then
a 200km in January. After that my husband
and I will have to decide the 400 and 600
that we can attempt. We did attempt a
400km first day on the Fleche Opperman,
but our team had problems with a very
hot day and a strong headwind, and we
pulled out at 250km. It was a good
learning experience however, but was less
useful for testing our ability to ride through
the night and checking our lighting. We
are planing to do more night rides from
home to test this more.
Peter
My PBP qualifying campaign started on
12 October with the Cross Border Raid
(300km) at Rutherglen Victoria. I used this
ride as a lead up for the full on 400km
qualifier at Bendigo on 2 November, which
I successfully completed. It was an electric
event to say the least with the never to be
forgotten dusk colloquy between myself
and Grant Palmer outside the Logan pub
where I had to stop for water. It went
something like this:
Peter: Do you think we should wait till
the storm passes and the others catch up
for night grouping?
Grant Im not afraid to die!
Peter: You mightnt be but I am!
Thanks to Grant we pressed on. Ride
outcomes can be a close call in situations
like that! Ill take on future qualifiers as they
become available and use them as part of
8
my training for the Alpine. With all of this
Im aiming to improve my power to weight
ratio and set myself up for faster long rides
in 2003 with a gameplan of elevating my
comfortable cruising speed. Those of you
who have read how Pete Penseyres regained
the RAAM title will catch my drift.
Garry
No I havent done a qualifier but I have
been doing a reasonable amount of
training, generally about 10 to 11 hours a
week . By the time members read this,
however, I will have hopefully completed
the 300km qualifier. I will be doing the
Lake Taupo Cycle Challenge Enduro in
New Zealand on Saturday 30 November.
I rode the Enduro last year and am looking
forward to doing it again. I have my entry
in for the Alpine Classic 200km so that
leaves the 400km and 600km qualifying
rides. I havent decided which events I will
do for these qualifiers.
Ian
I did 2 x 200km rides in October. An
Audax on the 13th and a Bike SA on the
27th. Unfortunately I sustained a boil on
my buttocks. Actually hit me a bit. I was
on antibiotics and had 4 days off work,
with a slow recovery. Previously I was
never very sympathetic towards people
who had boils, so maybe I was being
punished for my uncaring attitude. Had
planned to do the Oppy but boil kept me
off. (doctors advice). I was going to do the
Maryborough 600km on November 30/
December 1 but as my son is having his
21st birthday party have cancelled that.
Intend to do a 400km ride with Matt
Rawnsley on 7th December.
David
I have completed the 300km qualifier on
2 November. I managed to complete the
300km in just over 17 hours, which is 2
hours better than my previous 300km. I
felt good about the time and the way I
finished in reasonable condition. I aimed
at maintaining a steady pace of between
21 to 22 km/h. My next qualifier (subject
to Insurance availability) will be a 600km
in December. This will be a test of my
preparation.
Have you confirmed any of your
travel plans and have you worked
out how you will transport your
bike?
Gillian
No we have done no more about flights
or accommodation. We have heard that
there is a large campground close to the
start/finish, and since we will have all of
our camping gear we will stay there if we
miss out on other options. My husband
has accepted a commitment in Brazil in
July, so that increases the complexity of
our plans. I do not know yet whether I
will go with him there or not. Since we
plan to stay away for an extended period
of time, we will need to be very well
planned as well as very well trained by the
time we leave Australia! We will probably
transport our bikes in bike boxes as we
have done in the past with most air travel.
Peter
Right now Team Martin is booked into
the Holiday Inn near the PBP start. Were
still discussing travel options. I think its
particularly worthwhile to arrive in Europe
a couple of weeks pre PBP to acclimatise
and settle in. In this regard Im particularly
impressed with the Curtis/Duncan Bus
Tour with bikes trailer, as it caters for entrants
Garry
Peter
and their non riding partners. The bike!:
Some packaging or wrapping is better than
none. Much depends on which friendly bike
handler you cop! Qantas had (have?) an
excellent bike box and Ill opt for that if
available. Whatever my boxing, it will be
clear that inside is a bike and not bricks! In
95 I had the handlebars and seat sticking
out for handling. Inside, Ill styrene pack
and use split tubular sponge rubber hot
water pipe insulation as impact insurance.
In 95 I had a good dose of Paris Metro
bike unfriendly exit barriers and step flights
so Ill avoid those. After PBP, trashing the
bike might be a very attractive option!
Garry
Flights for both myself and Tania, my
wife, are booked. Ill be arriving in Paris
on the 14th of August, while Tania will
arrive on Thursday the 21st, in time to see
me finish. Hotel accommodation has also
been booked in Versailles which Howard
Duncan tells me is about 8km from Saint
Quentin so it will be an easy ride from
Versailles to the bike check on the Sunday
and the PBP start , though Im not sure if
it will be an easy ride back to the hotel
after the PBP finish. Howard has been
most helpful. I own a TC.1 bike suitcase
and will be using it for transporting the
bike. Ive made several plane trips to New
Zealand and interstate with the bike in the
suitcase and its worked well to date, no
excess baggage charges, no damage etc.
Ian
I have booked the hotel both before &
after the PBP with Howard. No plane
bookings as yet. Probably will go Qantas
and use the Qantas supplied bike box. I
used a smaller one last PBP, but used the
Qantas box on a flight from Melbourne to
Adelaide, and being larger than a standard
bike box are much easier, plus one can put
Gillian
all other luggage in the box as long as it
doesnt go over the weight restrictions. I
think its 30kg.
David
At the time of writing, I have
accommodation booked at the Holiday Inn
and am in the process of finalising flights
with Howard Duncan. Since my wife and
I will be having a holiday in France and
Ireland post-ride, this is a major event and
Howard is being of great assistance. I dont
anticipate any problems with the bike - in
1999 I took my bike to Ireland for a cycling
holiday and Qantas, British Airways and
Air Lingus were terrific. No problems at
all.
At the time of going to press, the
Club had no insurance and
therefore had to cancel all rides.
How has this affected your
attitude, and have you still got the
inclination to get to Paris one way
or the other?
Ian
David
reduced rides calendar as currently mooted.
If this happens there will be more pressure
on prospective entrants to complete their
qualifiers as soon as possible. Crises of this
or a personal nature, not to mention work,
have a habit of cropping up uninvited and
qualifying fallback options quickly
diminish with time! But club insurance or
not, God willing, Team Martin is Paris
bound!
Garry
The insurance problems havent affected
my attitude at all. Im aware that other
cycling organisations have also recently
had problems with getting public liability
insurance policies renewed but these have
been resolved so Im optimistic that a
satisfactory outcome can be found.
Ian
Well I have faith in Hans and the others
that this matter will be settled. I suppose a
possibility is to go to UK in June/July &
do the series quickly. But this may be too
late to register unless Australians have
exemptions.
David
Gillian
We are definitely still focussed on going
to PBP, and are hoping the insurance
problem is a mere glitch in our plans,
despite being a huge headache for the
Audax committee. We are waiting to see
the outcome of their efforts before we
change our plans. We have not considered
doing qualifying rides outside Australia at
this point.
Peter
Had the insurance crisis happened in 95 I
would have reacted to this issue more keenly
than I am now. I am optimistic that the
club will resolve this matter albeit with a
The insurance issue is disturbing to say
the least. Im sure Hans and his team are
doing the best possible job for the
members. However, if this causes me not
to make it to Paris, I will be very
disappointed. Lets hope it doesnt get to
this consequence. I cannot afford to go
to other countries to qualify, so the only
way is through Audax Australia. If one
solution is to pay increased subscription
fees or, alternatively, increased fees for the
qualifiers only, then I am quite prepared to
do that.
continued next page
9
What type of lighting are you
planning to use during the event?
Have you already tested it?
Gillian
At present we have one Cateye halogen
and one Smartlight with headlights of 2
strengths each, and plan to use the
halogens (with battery changes when
needed) most of the time and the more
powerful lights only when needed, and
with only one activated at any one time.
This should extend the life of the big
rechargeable batteries to cover us we think.
In addition, my husband has rigged up an
optic fibre to provide light on to his
computer (from the other lights), and I
have a tiny press activated light that gives
a small but very strong beam. This will
help with map reading, computer reading,
fixing things (like tyres) and finding
items in bags, and I think is strong enough
to check signposts also. It does require
one hand to operate though. As
mentioned, we have not tested this whole
system for longer than a couple of hours
yet.
Peter
I havent come to a decision on lighting
yet. Ive been following the internet chat
on the new generation LED headlights
with great interest. My thoughts on lighting
are, firstly, a dual LED headlight system
would more than suffice for PBP without
the need for a battery change, and, they
are lightweight. Secondly, the issues for me
with LED headlighting would be ACP
approval (probably forthcoming) and the
reported diffuse quality of their light, ie,
not a definite bright beam. In 99 I
jettisoned my Union dyno for a Cateye
Daylight to get a brighter light as my
nighteyes arent that terrific. If the new
generation tyre rolling dynos, reported to
have less drag, have also improved their
beam brightness, then Id seriously
consider an LED / Dyno dual lighting
system should LED diffuse light remain
an issue for me. Dynos are very light and
can be alternated with your other light
source to avoid uphill drag.
Another alternative is the helmet mounted
5W Vista light I already own and use for
commuting, the weight of light on the
helmet and the battery sticks are
disadvantages but it has the advantage of
being able to light up things off the line of
travel (street signs etc). I have noted Oliver
Portways comments though on the email
chat list and if I use it, I will avoid looking
at (and blinding) approaching riders.
Garry
I like the idea of the new Cateyes. Possibly
a combination of the 3LED 100 & the
5LED 300. Havent used them yet. But
1999 PBP and other rides used combination
of 2 Cateyes and one spare using lithium
batteries. I had responded to Chris Wilby
about using the LightSpin dynamo. I
havent used a dynamo before and havent
yet tested this one. My thought is that it
would give a better, longer beam when
going fast down hills when needed. Maybe
I could take it off when going up hills if
too much drag.
For the last couple of years I have been
using Cateye Daylights for night riding but
the events I have ridden havent required
lights for more than one night. PBP of
course will require lights for several nights.
From the Audax Oz email discussions I
gather that you can rig the Cateye lights to
run off D cell batteries but I prefer to use
something off the shelf which is tried and
tested and I know will work. For PBP my
primary lighting will be two 3 watt
Lumotec lights powered by a Schmidt
Dynamo hub. I bought the lights and hub
in October and used them on the Fleche
Opperman. The lights are very good. As
for the Schmidt dynamo hub, it is certainly
true that when you hold the wheel and turn
it, you feel a lot of resistance but I cant
say that Ive noticed any resistance when
out on the road (with or without the lights
on). During the Opperman, I found I was
freewheeling down hill as fast as anyone
else in my team.
I havent decided on the secondary light
source. Ive read with interest peoples
comments on the new generation LED
lights and am inclined towards using one.
PBP Profile
Courtesy Bob Bednarz.
Reprinted with permission
from Reinhard Schroder
& Ralph Wetz.
Is PBP hilly? Naa,
just a few bumps see for yourself.
10
200m
100m
David
I have just bought the Cateye EL200 and
find it acceptable on the road as a
secondary light (I used it on the 300km
mentioned earlier). My brother Barry has
just bought the EL300 and I am interested
in his evaluation of the light. I would be
interested then in using both if acceptable.
I believe that the PBP organisers still
havent ratified using this type light yet.
Hopefully they will. If not, then I have an
old bar-mounted light as a secondary light
(4 years old) and will look at another barmounted light working off D cell batteries.
The route doubles back on itself, except for the section Carhaix-Brest.
Pa
300m
Ian
ris
e
gn
ta
r
o
M
es
er
g
u
Fo
C
ar
ha
ix
B
re
st
C
ar
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ix
Winner!
Hunter Valley Explorer
Doug Keneddy
The usual time, the usual place. Three starters for Malcolms Hunter
Valley Explorer which was held on 24th and 25th August 2002. Malcolm
had advised that Sean was doing the 200 and Peter would do the 600.
South Australian member Chris
Bull (pictured) was the lucky winner
of a Silca Track Pump as promoted in
the last edition of Checkpoint.
Chris name was drawn at random by
Membership Secretary Lorraine
Allen from those members who had
renewed by 31 October. Chris is
eagerly awaiting his next flat tyre.
THE AUDAX CLUB OF AUSTRALIA INC.
ASSOCIATION NO. A0014462N
NATIONAL COMMITTEE
President Hans Dusink
03 9314 3815 [email protected]
Secretary Don Briggs
Treasurer Greg Lansom
Membership Secretary Lorraine Allen
Brevet Secretary Peter Matthews
Committee Member Barry Moore
NSW Correspondent Malcolm Rogers
[email protected] 02 9402 7798
QLD Correspondent Vaughan Kippers
SA Correspondent Matthew Rawnsley
TAS Correspondent Paul Gregory
VIC Correspondent Peter Curtis
WA Correspondent Colin Farmer
08 9330 4441
I turned up with a sore throat only
intending to do a 200 or 300 but I saw this
as my last chance to do a 600km ride
before the PBP qualification rides starting
in November and I took it. I was still
pumped from the previous weekends
Sydney Audax meeting. Forecast was for a
cold, wet, windy weekend, not much to
think about in terms of clothing, I brought
everything I owned. Still dark, we departed
Hornsby at 6:00am
Sean and Peter rode as if they could ride
forever but for me a 600 would be more
of an adventure into the unknown. First
thing I realized was check all equipment
before a ride. My new knee warmers made
a debut this ride but soon became calf
warmers. Im sure this will lose me points
in this years Audax best dressed rider
award.
I think my new cleats were set marginally
different to the last set and by the second
checkpoint at Cessnock, my left knee was
sore. I chose to carry on regardless.
The countryside was unbelievably dry.
Hundreds of dead kangaroos and
wallabies lay by the roadside. The stench
was so bad on the Golden Highway that I
was almost throwing up. Muswellbrook
must still be fighting the US Civil War as
many utes were flying the Confederate flag.
Denman was interesting. I thoroughly
recommend the local café where the
hamburger was the best I had ever eaten.
It was everything a franchise burger wasnt.
It was huge, messy to eat and had flavour.
Returning to Denman on the return trip
was equally entertaining. The pub was the
only place open and the patrons were really
friendly. People insisted we must have been
riding for charity and wanted to donate
money or at least buy our raffle tickets.
We were even offered a smoke of dubious
legality. One colourful local identity told
us how we should be careful as kangaroos
and wombats were everywhere. Apparently
he had lost a dog, a cat and eight cars in the
last year to the beasts. I thought alcohol
might have played a part with his eight cars.
Near Gungal we saw plenty of roos
around but nothing as close as the one I
came so close to hitting outside Singleton.
It just appeared from nowhere and I was
within a foot of colliding.
I decided to keep pace with Peter who
was riding to a hotel he had booked in
Singleton. At 400km into the ride it was
further than I planned to ride that day but
it was nice to have company.
Even after a nice hot shower back at my
hotel room I was freezing. In bed by
1:30am and awake at 5:00am hot and
clammy. As timed by my watch, my heart
rate was 90+, which was unusually high. I
was stiff and could barely walk. I eventually
got out of bed after 8:00am and readied
myself. Peter had planned to start off at
4:30am so he was long gone. My butt and
saddle were not on friendly terms but soon
made up. I had gone to bed thinking with
only 200km to go the ride was all but done.
Sunday proved to be a struggle all day.
My knee progressively deteriorated to the
point I was almost riding one legged. It
was slow but I reached Hornsby at 9:00pm
one hour before the deadline. Driving
home was equally challenging and I drove
all but the first 200m in third gear as I
couldnt depress the clutch to change gear.
Would I do it again? Yes, but not until
November.
Big gest memories? the Denman
hamburger and the smell of rotting roo
carcasses.
Lessons learnt: test everything before a
big ride, not on it.
11
Australian Jersey Competition
Heres your chance to say what Audax cyclists of the future will be wearing. The winning design will be
available for purchase through the Audax Clothing Shop. The winning jersey will replace the current Audax
Australia green and gold jersey. Be sure to cast your vote by the closing date of 28 February 2003.
Entry No. 1
front
Entry No. 2
front
12
back
back
Same as back of Entry No. 1, except for Australia
image
View the designs in full colour at
www.audax.org.au/checkpoint
Entry No. 3
back
front
Entry No. 4
front and back
How to vote
Email
Send your name, membership number and favoured entry
number to [email protected]
Post
Write your name, membership number and favoured entry
number on the back of an envelope and send to AA Jersey
Competition, PO Box 12144, ABeckett St, Melbourne VIC 8006.
Entries close 28 February 2003.
13
Sir Hubert (Oppy) Opperman
He has called many places home during his lifetime, but Rochester is
the town where the remarkable life of Oppy began. Hubert Opperman
was born on 29 May 1904, and spent his first eight years in Rochester,
Victoria.
His early job as a telegraph messenger
boy encouraged his love for cycling. He
joined a cycling club at 15 and two years
later had won his first road race.
Under the guidance of Malvern Star bike
shop owner Bruce Small, Oppy set forth
on a cycling career that inspired envy and
awe. Throughout the 1902s and 1930s
Oppy was the dominant figure in
Australian cycling. He first won the
Australian Road Cycling Championship in
1924. He won it again in 1926, 1927 and
1929, at the same time he was becoming
an international star.
Velodrome breaking 101 records in the
process.
After war broke out, Oppy joined the
RAAF and was commissioned as a Flight
Lieutenant. In 1949 he entered federal
politics and won the federal seat of Corio
in Geelong by a narrow margin, holding it
for 17 years for the Liberal Party. During
this time he served as a Minister for
Shipping and Transport and Minister for
Immigration. In 1967 he was appointed
Australian High Commissioner to Malta,
receiving the Order of the British Empire
in 1952 and was knighted in 1968.
In 1928 he entered the 24-hour Bol DOr,
a gruelling event which the French were
so afraid of losing that saboteurs tampered
with his bike, causing his chain to break
an hour into the race. Oppy took over his
interpreters street bike and was 17 laps
behind when his Malvern Star bike was
repaired. He pressed on and with four
hours to spare, hit the front. He went on
to win easily and then, spurred on by the
crowd, continued racing against the clock,
setting a record of 910 kilometres for the
24 hours.
In Rochester on the 29 May 1994, Oppys
90th birthday, he unveiled a bronze statue
based on his 1928 victory in the famous
24 hour Bol DOr in France.
Two years later, first place in the 1265km
Paris-Brest-Paris road race of 1931 was the
highlight of his sporting career. Five
kilometres short of the finish four riders
overtook him but he found the strength
to snatch the lead 50 metres from the finish
line and become the only non-European
to have won the event. That year he was
voted Sportsman of the Year by a French
newspaper. In 1991 Sir Hubert attended
the centenary celebrations of the race and
was honoured with the gold medal of The
City of Paris.
Emotions ran high among the thousands
of people present as he rode his beloved
50 year old Malvern Star through the
streets of Rochester for the last time. He
then presented the bike to the Rochester
Historical Society to be permanently
displayed in the Oppy Museum.
Oppy retired from cycling racing in 1940.
Typically he celebrated his retirement with
a 24 hour marathon at the Sydney
14
Oppy and his wife, Mavys, arrived in
Rochester on the XPT sprinter train named
after him, to the welcome of a brass band.
Distinguished guests present for the
unvieling included the Second Secretary to
the French Embassy, representatives from
Pacific Dunlop and representatives from the
Maltese Society.
The Oppy Museum is housed in the Old
Railway Station and is open for inspection
Sundays and Public holidays from 1pm to
4pm, or by request to the Rochester Tourist
Information Centre (also in the Railway
Station, on 03 5484 1860 or by phoning
Mr Jack Anderson 03 5484 2127).
Courtesy Sir Hubert Opperman Museum
Hot and windy conditions were
the feature of the 2002 Fleche
Oppy held around the country in
November. Congratulations to
the following teams who made it
to the finish.
Howards Heroes
376km to Brisbane, QLD
Howard Brandis
Debra Campbell
Marc Coombs
Mark Jensen
Kenny and the Jets
374km to Perth, WA
Ken Jones
John Lee
Alan Tolcher
Paul Dransfield
Rod Marston
Why Not ?
369km to Dapto, NSW
Chris Walsh
Gary Armsworth
Geoff Robb
Tim Hoskins
The Down-Hillers
360km to Dapto, NSW
Aldo Vella
Greg Lansom
David Langley
David Cunynghame
Da-Top to Dap-to
Recumbent
371km to Dapto, NSW
Ian Humphries
Glen Druery
Steve Cooper
The Flying
Recumbenteers
371km to Dapto, NSW
Tony Jack
Mike Dennis
Duncan McDonald
Older People Peddling
Younger 1
364km to Rochester, VIC
Lorraine Allen
Carolyn Bolton
Debbie Cook
Older People Peddling
Younger 2
Tim Laugher
Hans Dusink
Loretta Armitage
Pat Dorey
Old Mallee Bulls
Cardon Copy
Raoul Mills
Les Solly
Ian Roberts
Frank Mitchell
Bob Bebnarz
Peter Curtis
Keith Lowe
Kathryn Temby
Howard Duncan
Barneys Bananas
Greg Barnes
Paul ODwyer
Morriss Cook
Brendan Magee
40 Spotted Pardalote
Bird Watchers to
Rochester
John Hennessy
Chris Rogers
Graham Brown
Steven Henderson
Keith McCullock
Leetos Tris First
Peter Stoneman
Andrew Raadgever
Dini Poloniato
The Blind Mutton Birds
Kate Winnen
Ann Maree Mahoney
Mararet Cavalier
Jill Edwards
Laid Back Lads
Peter Mathews
Bernard Collins
Peter Weiss
The Gippslanders
Kevin Ware
Wayne Ware
Ian de Bruyne
Martin Hayes
Mid-Bike Crisis
Rodney Snibson
Bill Jeppeson
Kevin Simcox
Otto Galliker
The Twits
Barry Moore
Peter Moore
Andrew Moore
Stephen Watson
Sue Taylor
LED Feat
401km to Adelaide, SA
Oliver Portway
Allan Dickson
Matt Rawnsley
15
Conditions beat Oppy riders
Despite valliant efforts by the teams from Wagga Wagga, two teams failed to complete the Fleche Opperman
in November. Although the riders were obviously dissapointed, their determination in the conditions showed
their true randonneur spirit, and the Audax aim of striving to achieve a challenge wasnt let go easily. Ray
Stenhouse reports on the conditions that lead to their plight.
The Bureau of Meteorology forecast issued at 15:31 on the
Friday predicted moderate west to south-westerly winds with
the temperature being warm to hot. The wind was as predicted,
possibly stronger than the 20 to 29km/h that the Beaufort
scale calls moderate, which was very unfavourable. However,
the temperature was the most significant factor being in
the high 30s.
My team, called Wheels And Gears Going Around,
was made up of myself, Craig Gibbins who was in
my team last year, Peter Dixon who rode with Ian
Lobleys team last year, and a new boy, David
Walker. Peters brother, George, who also rode
last year pulled up lame and couldnt make it.
Circumstances prevented us having any rides
as a full team however I was quietly confident
that we would all work well together on the
day.
The first leg to Holbrook went well with
the wind generally at the side. We got
caught at the first traffic lights, less than
100m into the ride. We even had the
rare privilege of overtaking another
vehicle. There was a horse-drawn
caravan plodding down the road. Peter
wanted the draft the draughthorse but
it was considered too slow to be of
benefit. We had a good control at
Holbrook near the submarine, out in
about 7 minutes on our way to
Walbundrie via Culcairn.
We were directly into the wind now and
11.5km from Holbrook I ran my front wheel
into Craigs back one trying to get the draft. I
went towards the road surface and unfortunately
brought Peter down as well. With both wheels out of true
and binding even with the brakes off I was ready to send the
others on. Peters wheels werent too good either however I
asked him to ride up the road a bit to check it out while I fiddled
with mine. Peter went up and came back to announce that it was
far easier riding the other way. I loosened off the brakes so that
these no longer rubbed but now had little in the stopping
department. Overall, as bike crashes go, I suppose we werent
too badly off. Peter had a bit of skin off and I had hurt my left
knee and jarred my back fairly badly but there wasnt much blood
16
to be seen. It did rob us of a bit of
confidence to draft effectively for a while
though, especially me with no brakes.
We were starting to feel the pinch with
the temperature up to 38 degrees and
working hard into the wind. We
stopped at Culcairn to get more water
and despite this was nearly out before
getting to Walbundrie. At Walbundrie
Craig advised that he was cramping and
felt that he was holding the team back.
After giving him some time to think
about it he decided not to continue. My
back was not much fun and I told the
other two that we could cycle on but I
wasnt that hopeful of completing the
distance. I iced the knee and had some
painkillers and we left Walbundrie headed
for Howlong. David came out of the
Walbundrie Pub as white as a sheet after the
liberal application of sunscreen much to the
amusement of his team mates and the
support crew..
While the wind wasnt directly into our faces the
going wasnt good. It was quite a strong sidewind
carrying a lot of dust with it. This wasnt any fun at
all. There was talk of stopping at the Brocklesby Pub
for a drink or seven, and in hindsight this was probably
a great idea, but we pedalled past hoping that things would
get better. Further up the road David started cramping and
this was the death knell for the team. When we finally turned
onto the Riverina Highway just out of Howlong the road surface
was melting which was a great indication of how hot it was. It
was a bit difficult on the bike to know how hot it was. We were
going through the fluids very quickly though and had we been
able to continue would have had to stop at Howlong to fill up
again and rest a while.
At Howlong I made the telephone call to Phil Bellette to advise
him we were withdrawing. We had another 250km with most of
it directly into the wind before getting to our motel and with
David cramping, and me being very uncomfortable, it was
decided it wasnt in our best interests to continue. Peter decided
hed keep going just for a personal challenge and continued
through to Corowa where he too decided enough was enough.
The other team that left from Wagga also
suffered similarly with the wind and heat.
This team was comprised of Keith and
Gillian Helyar joined by Clyde Morton,
Keiths son-in-law from Canberra. Clyde
also suffered from cramps and pulled the
pin at Howlong. The two Helyars were
on a mission to try to ride 400km before
having a significant break as they have
plans of doing PBP and were told you
need to do this over there to be successful.
So they pushed on to Mulwala before their
sensibilities kicked in and they called it a
day too. Keith was very dehydrated and
couldnt eat so they wisely packed it in.
The team that left from Leeton had
slightly better conditions in that the wind
was more to the side for most of Saturday
however they still had the extreme heat to
contend with and long distances between
water stops. After taking some time off
the bikes at Deniliquin they found
themselves into a fierce headwind for the
110km remaining to Rochester. This took
them 6 hours to achieve, a tremendous
effort given the taxing day before.
While the Wagga teams are disappointed
not to have achieved their goals we are
happy with the decision to have abandoned
the challenge given the circumstances.
Next year is another year and another
challenge so well see what happens then.
However, the majority of the Victorians
were smiling on the day except for perhaps
the team that started in the North Eastern
region of Victoria. Just to rub it in a bit I
overheard one of the riders from a
successful team answering her support
crews question as to why she still had so
much water was because its pretty hard to
drink at 40km/h.
I wont bother asking Phil to organise the
weather a bit better next year. I did last
year, and hes failed miserably. Great job
again organising this years event Phil and
crew, weather excepted. Thanks again and
we will be back. Although if its a raging
headwind like this year we might just
accidentally arrive in Dapto, blown off
course.
Photo: Oppy and the French flag at Rochester, a
welcome sight for weary riders at the finish.
Courtesy Andrew Raadgever
Quality versus Quantity
Tanya Bosch
I average around 150 to 200 km per week but with no regimented
program other than probably 3 rides of 20km during the week and a 40
to 50 km on Saturday followed by an 80 to 100 km ride on Sunday. This
is all the time I have due to work and family commitments. Would this
level of commitment or a slight increase be sufficient to cover the PBP
distance? My longest ride to date is 200km which I have completed four
times.
This is a question I received in response
from the previous issue and probably
reflects what a lot of cyclists experience:
lack of time. For ultra endurance riding
can one just concentrate on quality and
forget about quantity?
Im not in favour of it but being realistic
there are a lot of time starved cyclists out
there so the following is a suggested way
to best use your training time.
First of all, buy a heart rate monitor so
that you know what intensity that you are
training at. Find out your maximum heart
rate through testing or self testing and plan
what rides you are doing in what zones
and stick to it.
Previously I had said to do 80% of your
riding in E1 (65-75% max). For a cyclist
with limited time you can afford to make
that figure 50% and do a lot more of your
riding in E2 (75-85% max). Your longest
ride should be mainly E1 but the rest of
your rides should largely be E2. One way
to do that is to ride at 75% for the whole
ride. Another way is to do it is some 10-15
minute intervals at 80% with 5 minutes at
E1 in between. As you are not riding that
frequently in the week you will have more
recovery time for the higher intensity.
Make your long ride of the week as long
as possible even if it means you are not
riding the rest of the week. It is necessary
to train the body to burn fat rather than
glycogen and to lay down the building
blocks to enable your body to exercise for a
long time for PBP or any Audax events.
Make your qualifiers a significant part of
your training. This may seem very obvious
but if possible space out your qualifiers
(or series or whatever you are aiming for)
so that you have time to build up and to
recover from each one.
Those experienced at this who are time
limited may even want to consider some
more intensity like improving your strength
for the hills, raising your anaerobic
threshold or improving your VO2 max
itself by doing some short but intense
work intervals. I will write more about that
in the next issue.
Tanya Bosch is a Level 2 coach who is experienced
in coaching cyclists for PBP. You can contact her
on 02 93691436, 0419217974 or email
[email protected]
Need a professional cycle coach? Phone Tanya Bosch 02 9369 1436
17
Around Three Swedish Lakes
Larry Midura
At 4am on Thursday, August 8, 2002, eleven randonneurs from Denmark, Sweden, Belgium and the USA
gathered under clear skies and temperatures of 13 degrees C at Helsingborg, Sweden for a 1227km randonnee.
Helsingborg is at the very south of Sweden in the county of Skane. It lies in the countryside between ridge and
sea where modern windmills cover the landscape.
Helsingborg, Sweden, has a population
of 118,000, and is Swedens ninth largest
community. It is situated at the narrowest
part of Oresound, and the distance across
the water to Helsingor, Denmark, is not
more than 4km. It is a trading and
manufacturing centre, with its harbour the
second largest in Sweden. Helsingborgs
vision is to become the most attractive
town in Sweden while offering its
inhabitants a quality of life in harmony
with nature.
The exact ride start was the Olympic
Centre, just behind the Helsingborg Square
where the medieval defence tower known
as Karnan stands. The Karnan tower is
all that remains of the late 14th century
castle that looked-out over the Oresound
to the Danish heartland. An interlaced
web of over 800km of marked cycle paths
begins in Helsingborg, and covers the
entire Skane region. Skane is primarily at
sea level and famous for its leafy
beechwood forests, golf courses, castles,
manor houses, and small idyllic villages.
The ride began at a quick pace on the
cycle path network until we exited the
Helsingborg community into the Skane
farmlands. Day 1 was a 434km sprint at
an average cycling speed of 30 km per
hour while riding in a pace-line formation
to the quaint Regna Hostel in central
Sweden. Regna is the Swedish word for
rain, but no rain fell from the sky on day
1. Daytime temperatures were about 23
degrees C for each day, with sunrise at
about 5am, sunset at 9pm, with twilight
until about 11pm at this northern latitude.
Fantastic summer cycling weather was in
the form of sunny skies and comfortable
temperatures.
As we entered the central region of
Sweden on day 1 at approximately 250km
outbound, the terrain changed to rolling
18
Picturesque Helsingborg, Sweden
hills, forests and lakes. We were entering
the dream region for those interested in
Swedish culture. As we approached
Vastergotland, home of the famous Gota
Canal which crosses Sweden from coast
to coast, we entered the vast lake region
by which the name of this ride originates:
Lakes Vanern, Vattern, and Hjalmaren.
Lakes Vanern and Vattern are some of the
largest fresh water lakes in Europe
comparable to the USAs Great Lakes
region. In fact, Lake Vanern is the largest
lake in Western Europe at 5585 square km.
On day 1, the 129km segment of the
route from the town of Savsjo (222km
outbound) until Skanninge (351km
outbound), was characterised by tall
evergreen forests amidst rolling hills with
tops no higher than 331 meters above sea
level. Lake Vattern, the first major lake of
our loop, was due west by about 40 km,
but not visible at any point during the ride.
Only smaller lakes and ponds to the east
of Lake Vattern were seen by the riders.
As we approached Borensberg, we crossed
the Gota Canal and darkness set-in. We
observed wildlife in the form of black deer
and badgers at dusk crossing the roadways.
Arrival at the first night sleep stop was at
about 10:30pm at Regna Hostel in an area
full of quiet, relaxing holiday destinations.
The elevation at Regna was about 50 meters
above sea level.
At 7am on day 2, just ten riders departed
for the second segment of 346km. During
the first 100km to Fellingsbro (99 meters
above sea level), we encountered gentle
rollers en route to the bridge around the
eastern shore of the second major lake of
our randonnee, Lake Hjalmaren. Then
another series of rollers brought us into
Orebro, part of Narke county, and perhaps
the most attractive city we cycled through
during the entire ride.
Orebro is a university community, also
with a textile industrial base. The most
picturesque castle of Sweden is located at
the city centre, and our rider group of four
- Bob Burns of USA, Adrian Top of
Belgium, Johannes Kristiansen of
Denmark, and myself, stopped for the
opportunity to take photographs in front
of the medieval Orebro Slott and the
Svartan River. Currently, the castle is the
headquarters for the county governor.
Day 2 concluded with a more hilly route
of rollers within the Dalsland county
region for 150km through the cities of
Degerfors (195 meters above sea level),
Karlstad (84 meters above sea level), and
Saffle (126 meters above sea level). Arrival
at the second day sleep stop was shortly
after midnight at the Amal Hostel (50
meters above sea level). However, about
25km from Amal, we encountered a brief
rain shower which cooled us off. Amal is
located on the shore of the third major
lake of our loop, Lake Vanern. Amal is a
small, but bustling town of 13,000, which
according to Lonely Planet Publications of
Australia, became infamous after the 1999
release of the Swedish language film with
the vulgar title - F*ing Amal. This motion
picture trivia about Amals past was also
mentioned to us at breakfast the next
morning by the Swedish riders.
Day 3 began at 7am with a 250km route
to Holsljunga Hostel, which upon arrival,
offered a beautiful view over Lake Holsjon.
Particularly enjoyable at the beginning of
day 3 was the 45km segment from Gestad
to Vanersborg which was a series of
country roads almost like English country
lanes - gentle rollers (81 meters above sea
level). The real excitement of day 3,
however, was the 40km segment of
continuous climbing from Allingsas to
Boras. Rolling hilltops were about 151223-263-306 meters above sea level. This
was the roller coaster of the ride, with a
great drop into Boras - the fastest downhill
descent of the ride at 65km/h.
The final day 4 departure from
Holsljunga was a 197km route that began
at 7 am with travel southbound through
the counties of Vastergotland, Smaland,
and Halland on gentle country roads with
rolling terrain (147-207 meters above sea
level). Re-entry into the county of Skane
was just north of the city of Angelholm,
and we rejoined our outbound loop at the
village of Fleninge, and then back onto
Helsingborgs cycle paths. A brief
thunderstorm showered us between
Angelholm and Fleninge on our final
sprint towards the Helsingborg finish.
Arrival at Helsingborg was at 4:50pm.
In summary, the Around Three Swedish
Lakes 1227km randonnee took us through
48 cities/towns/villages of southern and
central Sweden with an average cycling
speed of 27km/h thanks to the Danish
and Swedish cyclists pace-line riding style.
The course entailed approximately 6707
meters of vertical climbing on the rolling
hills north of Skane.
What deserves special mention is the
extremely clean environment of Sweden.
The road surface quality was very good.
No riders experienced tube punctures
while cycling. Surely this is the result of
Swedens household and industrial
recycling policies which prevent the
accumulation of roadside debris.
The Danish ride organisers, Stig
Lundgaard and Johannes Kristiansen
should be commended for providing first
class food at the hostels during the ride.
Breakfasts were smorgasbord style, and
dinners consisted of bolognaise pasta,
curry chicken and spaghetti with meatballs
served with red Australian wine. The
choice of Helsingborg as the start venue
was great - a lovely, vibrant city with a
pleasant atmosphere of sidewalk cafes and
friendly people.
There were 3 things that made this ride
unique:
the quick pace-line riding style of the
Danish and Swedish cyclists
the more social nature of the ride due to
the small group of cyclists participating,
coupled with the need to ride the quick
pace or get left behind, and,
the reward for the quick pace was the
ability to sleep comfortably each night at
a clean, well-organised Swedish hostel
with five to six hours of sleep each night.
These aspects all contributed to a safe
cycling experience with minimal night time
riding, plus a bonus in the form of a great
Swedish suntan!
Larry Midura is a resident of New York, USA
and has previously participated in Perth-AlbanyPerth, among other events.
Light up your
Life
Barry Moore
Dont forget Audax Australias
lighting requirements. In summary:
two independent front lights and
two independent rear lights must
be available for use (ie, attached
to the bicycle or rider or carried)
one of each must be permanently
fixed to the bicycle, or to a
permanent attachment (eg, a rack,
but not a rackbag)
at night or at times of low
visibility at least one front light
(of fixed beam) and one rear
light must be illuminated
a rear red reflector must be
permanently fixed to the bicycle
a reflective vest (or equivalent for
a rider of a recumbent) must be
carried and must be worn at night
or at times low visibility
Brevet cards will not be issued until
a lighting inspection has been done
and the result recorded.
If the lighting rules are breached
during a ride, the ride organiser
must disqualify the rider.
The lighting requirements apply if
any part of the maximum permitted
time for the ride is at night.
Check the Ride Rules for the
complete lighting requirements.
Alpine Classic
Can you lend a hand in Bright for the
2003 Alpine Classic?
If so the AAC Committee would like
to hear from you. Please contact
[email protected]
0500 800 334
19
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Ray Stenhouse
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ONLY 8 PLACES LEFT – BOOK NOW !
A supported cycling tour of the best of France.
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Paris Brest Paris airfare specials ex Sydney, Melbourne
and Brisbane . Book and pay by 31 January 2003.
Singapore Airlines - $1899* Qantas - $2075*
*Prices based on departures from Australia between 30 May and 18 August 2003 and subject
to availability. Prices do not include departure taxes, government taxes or other surcharges.
$300 minimum purchase of eligible land content is required with these airfares.
PBP 2003 Accommodation
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Howard Duncan at The Adventure Travel Company, Tel: 03 9696 8400
Email : [email protected]
20
Strong winds on the day didnt
deter the keen riders from enjoying
the annual Canola Canter held in
October at Wagga Wagga, NSW.
Seven cyclists turned out for the 50km
event which saw them ride into the wind
out over Malebo Hill to the Millwood
control. Their perseverance was rewarded
with the winds assistance which pushed
them back into town. For several of the
riders it was their first attempt at the
distance.
The 100km event had 19 entrants
although one did start later than the others
when he found his helmet was at home
and had to go get it. One cyclist came all
the way from England to take part, or
perhaps it was just convenient timing. Lisa
lead out of the car park and took the
peleton out into the wind along the Old
Narrandera Road. From the control at
Millwood it was generally up hill to
Coolamon with a stiff breeze to the side
before a great tailwind pushed the riders
to the control at Marrar. This control was
well stocked with foodstuffs enjoyed by
cyclists and the energy was used to ride
back with the wind again at the side until
the wind was in their faces again for the
last few kilometres back to the Beach.
Six intrepid souls put their hands up for
the 200km event, with visitors coming
from Goulburn, Canberra and Wangaratta
to enjoy some different scenery. These
cyclists completed the 100km route and
then were pushed out to Wantabadgery
before having to face the dreaded wind
into Junee. Clyde had a drink at the
Locomotive Hotel in Junee to celebrate
having ridden his furthest distance to date
before remounting his bike to add some
more to his tally. From Junee it was a hard
slog once again into the wind back to
Wagga Wagga. However, the wind did not
win, and all six riders completed the
distance with plenty of time to spare.
Rider Profile: Loretta Armitage
A soon to be sixty year old grandmother from Mansfield in country Victoria tells readers that age is no barrier
to being active and having fun. Loretta Armitage is hoping to be retired soon, but at present, runs the supermarket
at the ski resort at Mount Buller in Victoria. Loretta has five grown-up children and six grandchildren.
How long have you been riding a bike
and been involved with Audax?
You started PBP in 1999. Tell us about
what happened.
I was given my first bike in 1991, but
started riding more seriously in 1996 when
I got my first road bike. I joined Audax in
1996.
I rode the first 850km really well. I then
developed a really sore neck, due to the
fact that I attached a small light to my
helmet at the last minute. The extra weight
caused major pain, and I was unable to
hold my head up for any length of time. I
pulled out at approximately the 1000km
mark. I was horribly disappointed at not
being able to ride the last 200km to
complete the full distance.
Can you remember your first Audax
ride, what was it like?
It was 100km from Cheltenham to
Dromana and back. I had a great time,
and enjoyed the BBQ afterwards. After
that I did the 100km Alpine Classic where
I met Enid Halton, who had just
successfully completed PBP in 1995. She
inspired me to aim higher in my cycling,
and it was then I considered that maybe I
could do PBP.
What do you like to eat on long rides?
Bananas, white rolls, and egg and bacon
sandwiches.
Do you have a favourite ride route or
distance?
My favourite distance is 200km and every
long ride is good, after it is over, even the
hard ones. I look forward to all routes
with the same enthusiasm.
Any pet hates about riding?
Hills, wind and rain.
Are you going back for PBP 2003 and
if so will you prepare differently?
All being well, yes I will go back again in
2003. My basic preparation will be the
same, as I was happy with my level of
fitness at that stage. I am more mentally
prepared for longer rides. However, I will
not make any last minute changes to my
bike or person immediately prior to the
ride.
Raid Finishers
Congratulations to those riders who
completed a Raid during the past year. Phil
Bellette and Sue Taylor tackled the
challenging Raid Tasmania, from
Devonport to Hobart. This route involves
a combination of fire trails, narrow singletrack and roads, as well as unrideable goat
tracks. It is recommend for mountain bikes
only.
Further north Bob Schofield, of
Queensland, and Alf Bossy of Sydney,
both completed the Raid Waratah
connecting Sydney and Canberra.
Raid entry which is normally available via
the Audax website at www.audax.org.au/
raids has been suspended indefinetely whilst
insurance arrangements are reviewed.
Are there other goals that youd like
to achieve?
Yes, I have lots of things that I would
like to do after PBP. If I can improve my
running, I would like to complete in short
distance triathlon and do some kayaking.
What are your other interests?
Tennis, snow skiing, motor cycling (on
my new motor scooter) and grandchildren.
Paris-Brest pastry
photo quiz
The only two correct answers received
for the Photo Quiz in Notice Board in
the last issue of Checkpoint were from
Paul Gregory, of Tasmania, and Aldo
Vella, of New South Wales.
Both members are now eligible to eat
an unlimited amount of the Paris-Brest
pastries when next in France.
21
Carbohydrate recommendations for endurance exercise
Part 2 in a series Carbohydrate type and quantity
Maria Matuszek
The importance of carbohydrate as fuel for athletes engaged in endurance exercise has been proven time and
time again. As there are many different carbohydrate-rich foods available, this article will attempt to summarise
the current recommendations regarding the two parameters: type and quantity. Obviously the two will differ,
depending on whether the athlete is engaged in heavy training or tapering off before an important event.
Carbohydrate needs will also alter immediately pre-, during and following an important competition event such
as a long distance marathon or a long distance cycling Audax ride. This article follows Part 1, published in the
previous edition of Checkpoint, which introduced current carbohydrate classification and described the
methodology adopted to determine carbohydrate glycaemic index.
Upon digestion of a carbohydrate-rich
meal, blood glucose levels rise and peak
within 30 minutes. Insulin is released from
the pancreas and promotes the removal
of glucose from the blood to muscle and
liver. A more rapid and higher blood
glucose peak, and greater release of insulin
is observed following foods with a high
glycaemic index (>70), compared with the
intermediate (55-70) and low (<55)
glycaemic index foods. The latter are
digested and absorbed more slowly,
producing a flatter and more sustained
blood glucose and insulin response. Thus
the rate at which glucose enters the blood
stream ultimately affects the fuels available
to the working muscle. There are times
when low G.I. foods such as pasta are
advantageous and times when high G.I.
foods such as bread and Calrose rice are
required.
A meal 1-4 hrs before the event, should
serve the purpose of topping up and finetuning glycogen stores. It is most
important in the morning after a 12 hour
fast but it is vital to experiment with timing.
Long distance endurance cyclists are at an
advantage as these athletes generally have
a better tolerance of food, compared with
athletes engaged in weight bearing
activities such as running. The pre-event
meal should also be low in fat, which will
aid digestion and reduce gastrointestinal
upset. A low G.I. meal is recommended,
as it will provide a steady glucose release
to the bloodstream during the event.
Thomas et al (1994) showed in a controlled
22
Figure 1. Comparison of the effect of low and high G.I. foods on blood sugar levels during prolonged
strenuous exercise.
laboratory setting that plasma glucose levels
were higher than baseline after 95 min of
exercise with a pre-event meal of bran or
lentils, compared with potato or rice cereal.
Thus glucose was still being made available
to the athlete after prolonged exercise,
compared with a meal that was fast
carbohydrate absorbing (FIGURE 1,
Brand-Miller et al 2002).
Of major concern is that a pre-event
carbohydrate meal serves to increase blood
glucose and insulin levels, glucose is taken
up by muscle and liver, and the athlete runs
the risk of hypoglycaemia at the
commencement of exercise (FIGURE 1).
A low G.I. meal reduces this hypoglycaemic
impact at the onset of exercise, in addition
to providing fuel in the later stages of the
event. As carbohydrate release is slow, a low
G.I. meal will also encourage enhanced use
of free fatty acids, thus more fat is utilised,
conserving valuable carbohydrate. For
individuals who find they are strongly
affected by hypoglycaemia at the start of
exercise, recommendations are to try a
longer period between eating and onset of
activity and to eat >70g carbohydrate. A
smaller carbohydrate intake is swamped by
carbohydrate use. Select low G.I. foods
such as All-bran, rolled oats or low fat
muesli with skim milk and yogurt. Other
ideas include low G.I. bread with jam,
banana, honey or vegemite or a hot
breakfast comprised of toast, baked beans,
cooked tomato and mushrooms.
The pre-event meal is of most importance
for athletes that cannot take in carbohydrate
during a prolonged event. It is more
relevant to runners but as most long
distance cyclists regularly intake carbohydrate
during a road race or an Audax ride, it is the
during event meal which is more
important. One study has suggested that
carbohydrate intake during the event,
overrides the effects of different types of
carbohydrate in the pre-event meal (Burke
et al 1998). During the event it is best to
consume carbohydrate-rich foods of
moderate to high G.I. to keep glucose levels
topped up and prevent a dramatic fall in
blood glucose. Intake should commence
soon after the onset of exercise and
continue regularly throughout. Most but
not all sports drinks are high G.I. Good
day. Laboratory experiments have shown
that glycogen replenishment is similar with
liquid or solid carbohydrate intake (Reed et
al 1989). A liquid source, however, has the
additional benefit of rehydration.
Carbohydrate
recommendations
regarding quantity are understandably
higher for endurance athletes, compared to
the general population. It is recommended
that the general population have a
carbohydrate intake 50-60% of total caloric
intake. Athletes engaged in heavy endurance
exercise may need to increase their daily
carbohydrate intake to 65-75% of total
calories. As endurance athletes have a range
of body sizes, recommendations are
standardised relative to body weight.
adequate loading, an adult male can increase
total carbohydrate stores to approximately
1 kg.
Immediate pre-event (1-4 h) carbohydrate
consumption should be in the order of 14 g/kg. During an endurance event,
carbohydrate consumption should
continue with approximately 30-60 g/h in
an appropriate fluid or food form.
Commercially available sports drinks
should be consumed at a rate of
approximately 600-1200 ml /h. An athlete
should consume around 1 g/kg within the
first 30 min during the recovery phase.
There is no need to consume much more
than this as there is also a limit to how fast
glycogen resynthesis will occur. An
additional 1 g/kg should be consumed
thereafter every 2 h for the first 4 h and
the athlete should have aimed to have
consumed 7-10 g/kg in total during the
24 h post exercise period.
The right amount and type of
carbohydrate consumed in the different
phases of competition and training will
contribute to enhanced performance,
enjoyment and a reduction in injury.
References
Brand-Miller et al (2002). The G.I. factor.
Hodder; Sydney.
Burke et al (1998) J Appl Physiol 85,
2220-2226.
Figure 2. Contrast in the degree of muscle glycogen replenishment in daily training, whilst eating a
high carbohydrate versus a low carbohydrate diet.
sources of high G.I. foods are jelly beans,
scones, bread, potato, Calrose rice and
Gatorade. Bananas traditionally are very
popular with cyclists however depending
on the ripeness, are actually a moderate to
low G.I. carbohydrate source.
The post event meal should also be high
G.I. to enhance the rapid incorporation of
carbohydrate into the muscle cell and to
aid muscle recovery. Carbohydrate is
stored in the form of glycogen and
following exercise cessation, glycogen
synthesis occurs in a biphasic manner,
most rapid during the first 45-60 minutes,
and slowing down after 2 hrs. Thus
immediate carbohydrate replenishment is
recommended, particularly if the athlete
is planning to exercise again the following
During heavy training, a recommendation
of 7-10g/kg body mass is recommended.
Sherman et al (1993) observed a progressive
decrease in muscle glycogen in a group of
athletes undergoing 7 days of controlled
training, on a diet providing 5g/kg per day.
A group consuming 10g/kg daily
demonstrated no decline in muscle
glycogen stores. This relationship was also
illustrated earlier by Costill (1980) (FIGURE
2).
The current practice of carbohydrate
loading for 3-4 days prior to an important
event is an extension of fuelling, combining
rest and a high carbohydrate intake of 710g/kg. Carbohydrate stores in the body
average approximately 500g, but with
Costill and Miller (1980) Int J Sports Med
1, 2-14.
Reed et al (1989) J Appl Physiol 66, 720726.
Sherman et al (1993) Am J Clin Nutr 57,
27-31.
Thomas et al (1994) Int J Sports Nutr 4,
361-373.
Maria Matuszek is currently lecturing at ACU
National (North Sydney) in the areas of
exercise physiology and nutrition. Research
interests include the effect of exercise on the
cardiovascular system in clinical management, and
the impact of carbohydrate digestion in
populations of varying fitness.
23
Springtime rides in NE Victoria
Chris Rogers
There is always a moment of pleasure on an unsupported ride when the hopeful randonneur picks up the
brevet card and sees that the control point is a bakery in a country town. When this is on a ride through
beautiful undulating country, and the weather is a perfect Spring day, you just know that you are on a winner.
Two recent rides in Victorias North-East showed this to perfection.
Yack and Back
Last year on Graham Browns Yack ride it
rained most of the day. At the 50km
control at the Yackandandah Bakery
shivering riders were seen to thaw various
parts of their anatomy on the sides of the
pie warmer, and the 200km riders gave up
and headed for home.
This year 15 riders set off on the 100km
ride, and 4 on the 200km ride from
Rutherglen in magnificent weather. We
rode as a group to Chiltern, skirted the
Chiltern Box-Ironbark National Park, then
spread out along the climb up the Indigo
Valley. This road climbs so gradually at
first that you dont realise when it starts to
get hard: the gears slowly decrease, the
speed drops, and in the end riders are off
their saddles. From Wodonga Road the
fly down to Yack is a blast.
At the bakery control riders filled up on
tucker, coffee and cool drinks, and stood
or sat in the sun enjoying themselves. The
100km riders looked well settled in as the
200km riders headed out.
The 200km riders passed through
Dederang, Gundowring, and Kiewa before
returning to Yackandandah, and then
heading for home. The last 10km into
Yack is not a lot of fun. It is a bit of a
roller coaster, and it is hard to get a good
cycling rhythm. In contrast the long haul
out of Yack is a fairly uniform climb on
which it is just a matter of finding a
comfortable pace.
From Yackandandah the ride passed
through Woorragee, skirted Mt Pilot, and
passed through Chiltern on the way back
to Rutherglen. In the middle of the road
near Mt Pilot there was a large black snake
24
with its mouth wide open, all fangs
showing, ready to take on the world.
Fortunately rigor mortis had set in, but it
looked for all the world like an extra from
an Indiana Jones film, and a few heart
flutters were experienced.
It was a great Spring ride, with fantastic
weather, pesky magpies and a great bakery
control point. Thanks for the ride
Graham, and well done to the 15
successful 100km riders, and the successful
200 riders, John Guerin, Simon Mullumby,
Chris Rogers and Andrew Raadgever.

In the middle of the road
near Mt Pilot there was a
large black snake with its
mouth wide open, all

fangs showing, ready to
take on the world.
Spring Rail Trail Mania
Mick Websters contribution to the
calendar was a new ride and a great ride.
The Murray to Mountains Rail Trail from
Wangaratta to Bright, and up to
Beechworth covers 100km of almost
completely sealed path approximately two
metres wide. It follows the Ovens Valley,
and apart from the climb to Beechworth
is generally flat.
The four 200km riders set out from
Beechworth at 6.30am, just on first light.
The high-speed rush down to Everton was
a joy, with the fresh smell of the moist
bush, and the birds and animals just
starting to move. Kangaroos crossed the
path ahead of riders. Just below Everton
a flame robin twittering madly danced
along a wire fence. It waited until riders
were two metres away before moving along
another ten metres, then waiting and
moving on again until riders were well past
its nest. Ahead on the right was the sheer
face of Buffalo, and at the end of the valley
the snowy peak of Hotham. The dawn
was magic.
The eighteen 100km riders left at 7am,
and the three 50km riders left at 7.30am.
All riders turned up the valley after the
Everton Station checkpoint. The 200 riders
turned at their checkpoint at the Bright
Bakery, picked up lunch in Myrtleford, and
continued onto their final checkpoint at
Bakers Delight in Wangaratta, before the
haul back into Beechworth.
Well done to all the riders who
successfully completed their distance,
including Ian McCracken, David Innes and
Chris Rogers who completed the 200 on
their mountain bikes, and Bernard Collins
who completed the 200 on his trusty
recumbent tricycle.
A random survey of one rider awarded
Mick 10/10 for scenery, 10/10 for bakery
checkpoints, 10/10 for the dawn start, 10/
10 for organization, and 10/10 for offering
a new and exciting ride on the calendar.
Lets hope that next year we see more
riders travelling to Victorias North-East
for this pair of magnificent Spring rides.
Cairns to Cape York
10th - 30th August 2003
MTB mayhem
1100km
Brisbane to Sydney
October 2003
Road ride Coast & Country
1100km
Adelaide to Melbourne
5th - 12th April 2003
Coast & Great Ocean Road
1100km
c li c k s
do
som
e
ri d e t h
e
web
contact
03 9735 5592
0418 368 717
[email protected]
Ed Bourke Design
25
Risk Management, Duty of Care
and All That Stuff
Barry Moore
The world is changing and those changes
will affect the way we run our club and
organise our rides. In many areas, we are
being made more answerable for our
actions and are more likely to be asked to
demonstrate that our behaviour was
appropriate in the circumstances.
There is a range of factors which will
combine to push us into being more
systematic in our approach to our activities.
The issue which has recently emphasised
this has been our difficulty in securing
insurance. Whatever the outcome of this,
it is almost certain that we will have to put
in place processes which demonstrate that
we have taken proper account of the risks
we face and the duties we have to our
members and others who may be affected
by our activities.
This is generally covered by the heading
risk management. For Audax, our most
sophisticated risk management exercise is
the Alpine Classic, where a large number
of riders face conditions which may be
ACP News
severe. In our broader activities, the revised
Ride Organisers Guidelines produced by
Melbourne Region and the revised lighting
requirements (including the requirement
for ride organisers to conduct and
document lighting inspections) are recent
examples of a more systematic approach
to risk management.
We could go a lot further down this path.
For example:
currently, Melbourne Region has a policy
rides in high temperature conditions
but other regions have no documented
policy
we have no requirement that ride
organisers or helpers have any
instruction, or that a list of ride officials
be kept
we have no policy on the management
of fatigue.
Audax Club Parisien recently released some
interesting figures on their brevets. A
brevet, roughly translated as diploma, is
in ACPs case a sticker with a unique number
which is also recorded on the ACP central
database. With over 20 member countries,
ACP issue a lot of brevets in any one year.
ACP are expecting in around September
2003 to issue their 200,000th brevet for the
200km distance. The lucky recipient will
receive a specially marked medallion along
with their brevet card having the 200,000
number on it.
The 100,000th brevet was given in April
1989 to Laurent Cathala of France. It
26
It is likely that we will have to move on
some of these issues. This movement will
be in response to concerns over duty of
care requirements, the need to satisfy
insurers that we are managing risks and the
demands of our members.
My view is that, rather than resisting these
pressures to improve our risk
management, we should be proactive in
making our processes more systematic.
This will require us to develop and
document processes to guide our critical
activities. It is important that our response
is in proportion to the need. For example,
providing a list of helpers for insurance
purposes may be a sensible step, while
running training courses for checkpoint
helpers may be an overreaction.
We will have to manage our risks without
surrounding Audax in so many rules and
regulations that we lose sight of our aim
of challenging cycling in good company
took 68 years to issue 100,000 brevets,
which commenced in 1921. With the
massive growth of Audax riding around
the world, it has only taken 13 years for
ACP to issue another 100,000 brevets.
At the end of 2002, ACP will have
issued 70,000 brevets of 300km, 46,000
brevets of 400km, 33,200 brevets of
600km, and 3900 brevets of 1000km,
being a total of 353,100 brevets ratified in
81 years, an average of 4,370 brevets per
year.
You can expect to see the 300,000th
200km brevet issued in 2012.
Peter Moore’s
Abbotsford Cycles
Telephone (03) 9429 6889 Fax (03) 9429 9262
27 Swan Street Richmond (@Richmond Station)
Open: 8am to 6pm Weekdays
9am to 12:30 Saturdays
Need your bicycle serviced or repaired in Melbourne?
Peter Moore’s small shop is
dedicated to the economical
upkeep of bicycles.
Stock
·
Servicing
Ask about the difference between
a “Service” and an “Overhaul”,
and how to judge what your bike
needs.
As well as major jobs, we can do
small things to enhance your
cycling, including;
· Screwing your LED rear
lights direct to your rack,
eliminating fragile brackets.
· Drilling a hole in your bottom
bracket to allow water to
drain!
· Engraving your Licenee
Number on the bike, and
parts.
· Tidying up the wiring, and
running a double wire for
your dynamo.
Need an extra bottle cage fitted,
or an existing set of mounts
relocated? We have a device like
a pop riveter, which will put
more threaded holes where you
want them in your steel or
aluminum frame.
Discount
Audax Members receive a
discount of 10% on every item
except labour.
·
·
·
·
We
use
only
Wheels
Manufacturing quality ball
bearings, and stock their
polished wheel cones, the
main wearing part in cheaper
hubs.
We have the range of Tioga
racks, bags and water
carriers.
Good quality Australian made
waterbottles (no advertising).
Australian made Velocity
rims & bottle cages, incl.
some factory seconds.
We stock a good range of
mirrors, including helmet
mount.
Good Ideas
Make a double road crank into a
triple – Stronglight produce (and
we sell) a chain ring which
“carries” a granny ring inside.
Available in 130pcd 39, 40 or 42t
at $77. Yes you will almost
certainly need a new front
derailleur and longer bottom
bracket axle, and it won’t work
with 8/9 speed.
Sigma’s neat little light sits
beside your computer, clips on
easily, for $20.
For more space on your bars try
the Sigma Handlebar Organiser
for $12, puts your computer or
bell on the back & light forward.
Sigma Computers can also be
stem mounted, kit $32.
Or the Minoura Space Bar in
100mm $20 or 125mm $22, can
be used up, down or horizontal.
50mm reflectors, red or white, as
seen on posts beside country
roads, $2.50 incl bolt & lock nut.
A nifty bar or stem clip to hold
map and directions, $12.
Courses
Phone for a brochure.
Build Your Own Wheels!
In six hours you will lace and
true a pair of wheels to ride
home, or to Brest!
Two dates, Sunday 5th January
2003 9am-3pm.
Or Tuesday and Wednesday
nights 4th & 5th February
6.30pm-9.30pm
Maximum 5 people per course.
All tools supplied – byo hubs,
spokes, rims, or purchase from
us. Cost: $70
Bicycle Basics
(Too embarrassed to admit you
can’t change a tube?)
Three hours, just between you
and your bike, learning to deal
with the most common problems
which can ruin your ride & basic
maintenance and adjustments.
Maximum 7 people per session.
Saturday 18th January 1pm – 4pm
or Tuesday 11th February 6.30pm
– 9.30pm Cost: $35
Cycle in, catch the tram or train or walk to work.
27
28
If undeliverable return to
Audax Australia Inc.
PO Box 12144
ABeckett Street
Melbourne VIC 8006
SURFACE
MAIL
POSTAGE
PAID
AUSTRALIA
Print Post Approved
PP327687/00033
Checkpoint
Summer 2002/03
Issue No. 14
Association No.
A0014462N
Are your address details above correct?
Notify changes by email to [email protected] or by phone on (03) 5783 2427.
The Audax Clothing Shop
6A Ebor Avenue, Inverloch VIC 3996 (03) 5674 2157 www.audax.org.au/clothing
Long Sleeve Audax Jersey $73.00
Size (S/M/L/XL/XXL): ____ Your chest size: ____ cm
Short Sleeve Audax Jersey $70.00
Size (S/M/L/XL/XXL):____ Your chest size: ____ cm
Audax Knicks $60.00
Size (S/M/L/XL): ____
Audax Socks $7.00
Size (S/M/L): ____
Reflective Patch 30cm x 10cm strip $4.00
All items can be viewed on our
website, www.audax.org.au/
clothing
Postage: First item $2.00, each additional item $2.50
No postage payable on socks if ordered with other items.
Mail order
Complete the details above, then return this entire page (or a
photocopy) including your address label, to the above address.
Include a cheque or money order payable to Audax Australia or
supply your credit card details as follows:
Mastercard/Bankcard/Visa (please circle one)
Card No. __ __ __ __ __ __ __ __ __ __ __ __ __ __ __ __
Expiry date: __ __ / __ __
Cardholders signature _______________________________
Internet
Simply go to www.audax.org.au/clothing to order and pay on-line
with your credit card.
Phone
Phone Martin Haynes at the Clothing Shop on (03) 5674 2157 after
hours and pay by credit card, or simply phone for assistance in
choosing your products.
Note that clothing sizes are on the small side.
Your email address and/or phone number:_____________________________________________
Phone if in doubt.