volume 21-3 (Sep 2012) - UltraMarathon Cycling Association

Transcription

ULTRACYCLING
the voice of ultramarathon cycling
SUMMER 2012
The Recumbent Perspective p. 22
Reto’s RAAM p. 5
Marilyn Hayward on Freedom, Power & Grace p. 16
ULTRACYCLING
The Voice of the UMCA
Summer 2012 | Vol. 21 No. 3
Copyright © 2012 by the UMCA, Inc. All rights reserved.
TABLE OF CONTENTS
Cover Photo by Jay Cavallaro.
Published quarterly:
Winter, Spring, Summer and Fall.
Membership in the UMCA Includes entry into
the Ultracycling Cup and a subscription to
ULTRACYCLING for the calendar year.
See membership application form located facing
the inside back cover.
Published by:
UltraMarathon Cycling Association, Inc.
Publisher: The Cavallaro Group
Editor:
Michelle Cavallaro | [email protected].
Graphic Design: Jonah Spivak | Spectrum Design
Advertising Information:
www.ultracycling.com/sections/advertise
UMCA Board of Directors:
Executive Director
Douglas Hoffman
[email protected]
REGULAR FEATURES
Letter to membership. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 3
Upcoming World Cup of UltraCycling Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 4
UMCA Certified Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 36
UMCA Membership Application. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 38
MEMBER REPORTS
Realizing Milestones with Passion, by Reto Schoch . . . . . . . . . . . . . . . . . . . . . . . . . p. 5
Burn Injury Kid’s Bike Tour, by Lon Halderman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 6
With Wheels as Wings, by Marilyn Howard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 16
The Recumbent Perspective: Crashes Happen, by Jim Parker . . . . . . . . . . . . . . p. 22
UMCA RECORDS
Eddlemon “Enjoys” Hawaii, by Gerald K. Eddlemon. . . . . . . . . . . . . . . . . . . . . . . . . p. 8
Kentucky South to North Record Falls to Rose, by Jeff Rose . . . . . . . . . . . . . . . . p. 18
Denmark Records Fall, by Jans Larsen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 29
Hogan Reestablishes Outdoor Track Records, by Seana Hogan. . . . . . . . . . . . . p. 30
Executive Committee:
President — Douglas Hoffman
[email protected]
Treasurer — Wendell Hyink
HEALTH & FITNESS
Directors:
Drew Clark
Doug Hoffman
Wendell Hyink
Stuart Levy
Mark Newsome
Stuart Wilson
PRODUCT REVIEWS
UMCA Chairs:
One Minute I Feel Great, the Next Minute…, by Jennifer Vierling . . . . . . . . . . . p. 32
Long Distance Comfort: The New Rivet Saddle, by Douglas Hoffman . . . . . . . p. 39
SPECIAL FEATURES
30 Year Historic Ride . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 14
Ultra Race Development, by Larry Graham . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p. 24
Records
Chair — Drew Clark
[email protected]
Deputy Chair — Marie Handrahan
[email protected]
UltraCycling Cup
Chair (Interim): Mark Newsome
[email protected]
Calendar
(Interim): Mark Newsome
[email protected]
Year-Rounder
Chair: John Lee Ellis
[email protected]
E-Letter: Matt Haigh
[email protected]
Volunteer Recognition
Mr. A. Caneman
[email protected]
Webmaster/Database Manager
Mark Newsome
[email protected]
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INVITATION TO SUBMIT LETTERS TO THE EDITOR
If you have thoughts you'd like to share about articles in
ULTRACYCLING or you have an interesting perspective on an
ultra cycling or UMCA related issue, please write to us. We’d
like to hear from you and publish what you have to say.
Be sure to keep all letters under 300 words and include
your name and contact information. No attachments, please.
Letters may be edited for space and clarity. Send a letter
to the editor by e-mailing [email protected].
You may also mail your letter to:
Letters to the Editor
130 Old Mill Rd.
East Arlington, VT 05252
SUMMER 2012
Letter to the Membership
DIRECTOR’S LETTER
It has been a busy season for many of
us with numerous records set, some amazing racing,
and unfortunately some rather tough circumstances for
some of our members. One notable example is our
dear friend Marilyn Hayward, who is recuperating after
a major accident involving a car. She has just been released from the hospital but has a long road of recovery ahead, and there is a fundraising effort underway to
help defray expenses. Please go to her Facebook page
for more information.
This issue includes an article by Marilyn which describes some of her journey as an ultra marathon cyclist. It had been sent to us the day before her
accident. Marilyn is one of the many UMCA members
with an amazing story of accomplishment and overcoming of challenge. She is also one of those rare people
who one meets and she immediately feels like family.
Her warmth and generosity come through always. We
wish her well.
We have received numerous comments on the
Ultra Cup and World Cup Rule changes. Thank you to
those who sent them in. They are being compiled to
prepare for revision of the proposed rules. For the
most part they represent simple corrections to our
document rather than proposing changes. As such, we
may or may not publish a second draft for review, but
we will keep you informed.
Many have raised questions about the 12’24 hour
challenge series. We are clear that these rules also
need rethinking, but this will not happen in time for the
2013 season. We will be going through that process in
preparation for 2014.
We have identified three primary areas for the development of the UMCA:
• Growth. Both retention and acquisition of members. Taking great care of our members and providing the highest level of service and communication
possible.
• Excellence. Standardization and clarification of all
policies and procedures, and delivering of extraordinary service on all fronts.
• Impact. The formulation and implementation of
clear objectives with respect to how the UMCA impacts ultra marathon cycling, other sports, and the
world as a whole.
We are developing both clear outcomes that will be
the measure of our progress in each of these areas, and a
comprehensive strategy for achieving them. This will be
an ongoing process, but the first stage will be complete in
90 days. Again, we welcome your input. Please direct
comments and questions to me or other board members.
I would like to say a bit more about the last item:
Impact. I believe that Ultracyclists are extraordinary
role models. We work hard and strive for performance
in ways that are deeply rewarding. We overcome extraordinary challenges both publicly and privately to do
what we do. It is my assertion that we have much to
offer. Our stories range from that of Marilyn Hayward
to that of Reto Schoch, who is also in this issue. We
have the ability to inspire others to reach for more than
they ever thought possible. Let’s do it.
Ride Lots, Have fun, Stay Safe!
Douglas Hoffman
Douglas Hoffman
—Executive Director and President
Douglas Hoffman - heading to the showers after a great ride at D2R2 2012.
WWW.ULTRACYCLING.COM
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WORLD CUP OF ULTRACYCLING
SCHEDULE HIGHLIGHTS
This list is limited to upcoming World Cup races. For a complete details and full listing of upcoming races,
visit our website at: http://www.ultracycling.com/sections/calendar/races.php
Event# date (y-m-d) event
points
distance/timed
location
ultra cup
world cup
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
60
10
30
15
15
10
15
30
60
15
30
10
15
30
60
30
15
15
544 mi
136 mi
408 mi
272 mi
200 mi
100 mi
Timed
Timed
500 mi
Timed
Timed
Timed
200 mi
400 mi
508 mi
383 mi
200 mi
210 mi
New York, USA
New York, USA
New York, USA
New York, USA
California, USA
N. Carolina, USA
N. Carolina, USA
N. Carolina, USA
Texas, USA
Texas, USA
Texas, USA
Texas, USA
Ohio, USA
Ohio, USA
California, USA
Texas, USA
California, USA
Oklahoma, USA
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
ultra cup
world cup
2012-09-14
2012-09-14
2012-09-14
2012-09-14
2012-09-15
2012-09-22
2012-09-22
2012-09-22
2012-09-27
2012-09-27
2012-09-27
2012-09-27
2012-09-28
2012-09-28
2012-10-06
2012-10-13
2012-10-13
2012-10-20
Adirondack 540
Adirondack 540: Bronze Blast
Adirondack 540: Golden Gallop
Adirondack 540: Silver Sojourn
White Mtn. Double Century
Mid-Atlantic 100 mile TT
Mid-Atlantic 12
Mid-Atlantic 24
Tejas 500
Texas 12 Hour
Texas 24-Hour
Texas 6-Hour Shoot Out
Ohio Cycling Challenge 200
Ohio Cycling Challenge 400
Furnace Creek 508
No Country for Old Men
Solvang Autumn Double Century
Wild Horse Double Century
12-hr
12-hr
24-hr
world cup
12-hr
24-hr
world cup
“I wish Distance Cycling had been available 35
years ago when I struggled to find intelligent
information about how to ride farther and
faster. This book is a must for any rider who
wants to improve overall long-distance cycling
performance.”
—Lon Haldeman
Distance Cycling by John Hughes
Autographed copies www.Coach-Hughes.com
4
SUMMER 2012
24-hr
REALIZING MILESTONES
WITH PASSION
By Reto Schoch
My enthusiasm for long distance
cycling took fire when I was a teenager. I wanted to explore my limits and the expanse of Europe. I biked west
/ south from Switzerland through France and Italy until
I was stopped by the North Atlantic Ocean and the
Mediterranean Sea. Later when I worked as a postdoc
at Stanford University from 2008-2009 and decided to
go back to Switzerland, I did the first half of my trip by
bike. I started in Palo Alto, CA and rode unsupported
along the TransAm Route to Washington D.C. It took
me 24 days to travel the 5,717 km, followed by the flight
over the ocean to my home country.
Back in Switzerland I successfully participated in
the long-distance mountain-bike racing scene, in which I
have been active for many years.
Towards the end of long races
and trainings I always knew
that I could go further.
I registered for the hardest one-day bicycle race of the
world, the Race Across the Alps (RATA), to learn more
about my own potential. I was very surprised to be in
the lead at the second mountain pass, and ended up
winning the RATA 2011 with a new track record. Having a
small, lightweight build I am a good climber, but when I
participated at the Tortour around Switzerland two
months later I didn't think my chances were so strong
since the race only had about half the meters of height
per length compared to the RATA. To my surprise, I also
won that race and this accomplishment sparked my interest in trying the Race Across America.
My goal for RAAM was to considerably improve my
personal transcontinental time of 24 days and achieve a
top ranking. I am fascinated how the time to cross the
US with natural power decreased over the years from
months to days - by horse and cart, to horse races,
high-wheel bicycles, to bicycle races. While studying
the history of transcontinental crossings I was wondered, "Can the coveted eight-day barrier be broken?"
In October 2011 my father and I started to form a team
and prepare for RAAM. I like to plan big projects and
milestones, but I was challenged by the short preparation period of only 9 months. We managed to build a
very strong team with an incredible spirit, which turned
out to be a substantial pillar for me. For example; when
I broke my collarbone because a car didn’t see me
when he turned left in January 2012 on Tenerife, my
team encouraged me on and never talked about changing my plans for RAAM.
For my RAAM preparation I had two training camps
during spring: height training on 2500 meters above sea
level following the principle “living high – training low”,
and my most important preparation: driving along the
RAAM route in April 2012. I rode about 65% of the
track from Oceanside, CA to Annapolis, MD by bike
and the remaining section in an RV. This allowed me to
memorize and visualize all uphills, downhills, flat passages, etc. and go through all sections in my mind again
and again.
Riding RAAM was one of the most beautiful experiences I have ever had. I love cycling - it relaxes me and
makes me deeply happy. I was eager to be on the bike
for multiple days. Of course, there were also difficult
times, especially during the never-ending nights. The
sleep deprivation was the biggest challenge for me as I
slept only 6 hours during the entire 8 days. I was happily surprised, however, to find that I had a clear mind
and no hallucinations throughout the race.
My team and I planned many potential emergency
scenarios, but we were still caught off guard when I developed an aversion to my liquid food after a few days.
This forced me to eat pasta, Riz Casimir, sandwiches etc.,
and my team had to work even harder because they
were forced to cook my food. In addition, the RV always
had to be relatively close to me since the increased
amount of natural food also led to many more trips to
the bathroom. In all, I lost 6 kg during RAAM, but since I
started with 3-4 kg excess weight this was acceptable.
My victory at RAAM taught me many great lessons.
Every milestone is achievable if you really want it. Be
focused, prepare well, set priorities – and you will realize your dreams!
5
BURN INJURY KID’S BIKE TOUR
By Lon Halderman
Do you remember the first mile
you ever rode on a bike? Was it laps around the driveway or on a parking lot? Most everyone reading this has
probably ridden over 100,000 lifetime miles so remembering your first mile might be ancient history.
I recently had the opportunity to help a group of
kids from the Wisconsin Burn Injury Camp ride their
first miles on a bike. For them to participate in the
camp they must have been hospitalized for injuries
from burns. Their injuries varied from minor to severe
but attending the camp gave them a chance to share
experiences with similar kids.
Last year we attended the camp and brought 15
bikes for the kids to try. We also brought along a selections of tandem bikes and captains to drive. We
were going to take groups of kids on their first 7 mile
ride and then return to the camp and reload with another group. During the day we were going to take
over 50 kids on their first bike ride.
I was riding a tandem bike with one boy who was
severely burned and legally blind. I remember his first
comment as we rolled out of camp. He said
half. The kids were so proud they rode 7 miles.
The next day we returned to camp and asked if
anyone wanted to take a 20 mile ride. We had another
18 riders eager to try a longer challenge. We eventually
worked our way up to 4 miles between stops. They
were actually riding pretty well and learning how to
shift their gears.
Sometime rising to the next challenge is knowing
that the challenge is there. I made comment to the
group "Do you think you could ride across Wisconsin. It
is about 250 miles and would take about five days".
Many of the kids didn't have a concept of the distance
but they said "Sure. We can do that".
"The road is so smooth.
I can feel the wind".
After riding the first mile I asked him if he wanted to rest.
"Yes" he said "I just rode a mile". We waited on the side
of the road for everyone to regroup. Then we rested, had
a drink and then road another mile. After 7 miles and 7
rest stops we completed our ride in about an hour and a
6
SUMMER 2012
Jeff and Byron’s tandem.
So that is how our year of planning to ride across
Wisconsin began. Many of the kids didn't have bikes so
I designed them a training program that included lots of
stair climbing. Their goal was to find a long flight of
stairs and go up and down and climb at least 1,000
stairs per day.
We originally had 12 kids and 8 adults on the tour.
Unfortunately some of the kids couldn't attend at the
last minute and we only ended up with seven. We still
had 15 people on our tour which was a nice size group
for this first event. The day our tour started we met
near Milwaukee, Wisconsin and drove across the state
to La Crosse, located on the Mississippi River. When
we arrived we sized and sorted the bikes. We had three
tandem bikes for the kids who needed some extra help
and the remainder of our group rode single bikes.
Our first day was a moderate 28 miles on the bike
trail. That ride would be the longest day of pedaling in
their lives. The kids approached the first day with a mixture of awe and apprehension. For most of the kids it
was their first time riding a bike outside their neighborhood. Our PAC Tour van and trailer would provide support during the day and we stayed in motels at night.
This was actually a mini PAC Tour and we would end
the day with a nice restaurant dinner together.
The next three days the kids would continue to ride
distances of 48, 59 and 60 miles. Everyday you could
see their confidence grow as they rode further and
faster. Before they started their final day they had
grown as cyclists and adventurers. They said the last
day would be easy because it was "ONLY" 36 miles.
We finished the last day arriving back at Burn
Lon and Hope on one of the tandem bikes.
Camp. Over 70 other kids from across Wisconsin
would be coming to Camp that week to share the camp
experience. The kids and counselors were all happy to
be involved with the bike tour. They were already asking if we would do the bike tour again next year.
We thank all the support UMCA riders have given
to make the tour possible this year by sponsoring a kid
on the tour or donating equipment. We hope next
year's tour can include even more kids. We are looking
for strong tandem captains to ride with more kids who
need a little help.
For more information contact me via email at
[email protected] or watch the PAC Tour website
for more updates about the Burn Injury Kids Bike Tour.
The entire group at the finish line.
7
EDDLEMON “ENJOYS” HAWAII
Six More Records In The Books
By Gerald K. Eddlemon
Conditions
(NSN) Strong crosswinds, but otherwise mild at start,
becoming much more challenging through the day and
into the night. Big hills. Often fierce head winds
changed to vicious and downright dangerous crosswinds that made high speed descents unpleasantly
thrilling instead of fun and thrilling. But on occasion I
found myself ascending a 3-5 % slope at 24-25 mph!
The powerful crosswinds on the narrow 11-mile, 2100-ft
descent to Ka Lae, the southern most point in the USA
are legendary and have been know to blow expert cyclists right off the road. I often found myself scrubbing
off invaluable speed to better ensure control of my
bike. The last three miles of this road are extremely
rough on skinny wheels. Occasional bouts of light rain
turned into steady, nearly horizontal, and blinding tiny
missiles in the high winds that made high speed descents at night suicidal, especially in areas of high traffic
or rock falls. Small rock falls can be a serious hazard in
steep areas of the Big Island. Finished the last 10 miles
or so of the S-N and N-S-N attempts mostly climbing in
a chilling, blinding rain and high winds in the dark of
night. The last two miles were a fast descent to Upolu
Point by the sea in the same conditions.
(WEW) Wet roads from rain ending shortly before
my start. Mild winds and temperatures at start, becoming much more challenging through the day and into
the night. Big hills. Often fierce head winds changed to
vicious and downright dangerous crosswinds that made
high-speed descents unpleasantly thrilling instead of
8
fun and thrilling. Big Island winds are legendary and
have been known to blow expert cyclists right off the
road and even off their bikes. I often found myself
scrubbing off invaluable speed to better ensure control
of my bike. Occasional bouts of light rain turned into
steady, nearly horizontal, and blinding tiny missiles in
the high winds that made high speed descents at night,
and even in daylight, suicidal, especially in areas of high
traffic or rock falls. Small rock falls can be a serious hazard in steep areas of the Big Island.
Why attempt these records?
Because I’m an ultramarathon cyclist, this was beautiful
Hawaii, and the records were there for the taking. A
chance to ride on the big shoulders of the tallest two
mountains in the world (from base to peak), the two
largest mountains in the world, and perhaps the two
youngest big mountains in the world (and one of them
is still growing laterally!). And quite frankly, a chance to
add to my list of successful record attempts before I'm
too old or crippled (51, most of them open-class, before
these Hawaiian attempts).
Equipment
Titanium Litespeed Teramo, Selle-Anatomica saddle,
SpeedPlay pedals, DiNotte lighting. This bike, manufactured in Ooltewah, TN about 80 miles down the road
from my home, has been my mount of choice for nearly
all 57 of my UMCA records and most of the races leading to my only UltraMarathon World Cup champi-
SUMMER 2012
Hardest Part
Getting there! Our first flight from Knoxville to Chicago
was cancelled without explanation, after leaving for airport at 5:00 AM, after staying up most of the night
packing. We finally left Knoxville for Houston on a different airline over five hours
later. We sat in the boarding lobby in Houston for two hours past scheduled departure watching our flight to LA just set there
on the tarmac while some computer glitch
in the boarding procedure was fixed. We finally landed in LA, but 60 feet from the
gate our plane stopped for about 15 minutes to wait for a tug to pull us those last
painful 60 feet. As we were being pulled in,
we watched our plane to Kona, Hawaii
pulling out a couple of gates away. After
hours walking back and forth between terminals with all our carry-on luggage, standing in more long lines, and trying to
convince American Airlines that my wife and crew
chief Mikki was not on that flight (we could not get a
new flight until they were convinced she was not on
that flight), we finally received new flights for the next
day. The next day, we finally took off, not for Kona, but
onship. It was and is my first modern road bike. A Cannondale S1 rented from Bike Works in Kailua served as
my back-up bike, but was not needed.
Food and Drink
Water, a little PowerAde, Ensure, diet
coke, low-fat chocolate milk, bananas,
cookies, Cliff Shot Blocks, M&M peanuts,
PBJ sandwiches, a single malasada.
Best Part
(NSN) The few times I had a real tailwind,
and the support of my team of crewchief
Mikki Mabee and crew-woman Melanie
Hackett, and the competent officiating of
UMCA Judge Tony Curtis.
(WEW) Descending Kilauea Volcano
after a difficult 4050-ft climb, and the
truly essential support of my team of
crew chief Mikki Mabee, crewman Gary
Cooke of Hilo, and the competent officiating of UMCA
Judge Tony Curtis. Well-deserved credit also goes to
Joe Knauer who tuned and shined my Litespeed to the
highest racing condition, and to Gerry Hollins of MidPacific Wheels in Hilo, who searched hard to find us a
second crewman so I could continue on for the E-W
and W-E-W record attempts.
Continues on page 10.
Rider: Gerald K. Eddlemon, UMCA member #3996
Bicycle Category and Division: Standard, Men's over 60-69
Record:
Start date:
End date:
Elapsed time:
Mileage, Average:
Start Location:
Finish Location:
Record:
Start date:
End date:
Elapsed time:
Mileage, Average:
Start Location:
Finish Location:
WEW
WE
EW
July 2, 2011 at 0505
July 2, 2011 at 0505
July 2, 2011 at 1349
July 3, 2011 at 0055
July 2, 2011 at 1229
July 3, 2011 at 0055
19 hours, 50 minutes
7 hours, 24 minutes
11 hours, 6 minutes
230.7, 11.63 mph
103.4, 13.97 mph
127.3, 11.47 mph
King Kamehameha Hotel,
Kailua-Kona
Kailua-Kona
Kalanianaole Ave and Uwau St,
Hilo
Kailua-Kona
Kalanianaole Ave and Uwau St,
Hilo
Kailua-Kona
NSN
NS
SN
June 26, 2011 at 0700
June 26, 2011 at 0700
June 26, 2011 at 1556
June 27, 2011 at 0300
June 26, 2011 at 1536
June 27, 2011 at 0300
8 hours, 36 minutes
11 hours, 8 minutes
232.3, 11.62 mph
116.2, 13.51 mph
116.1, 10.43 mph
Northern Terminus,Airport Rd,
Upolu Point
Upolu Point
Southern Terminus, South Point Rd,
Ka Lae
Upolu Point
Southern Terminus, South Point Rd,
Ka Lae
Upolu Point
Official: Anthony Curtis
Crew Members: Mikki Mabee, Melanie Hackett, Gary Cooke
9
Continued from page 9.
for Honolulu, but at least it was a lot closer to Kona
than LA! But about 200 miles over the Pacific, I noticed our plane doing a 180, so back we went to LA for
several more hours while they tried to determine why
the emergency exit lighting was not working correctly.
Turned out a coffee pot short-circuited the lighting! I
had always hated coffee! (not the wonderful smell, just
the taste). Finally we flew to Honolulu, but the airline
agent who we were promised would expedite our connection to a flight to Kona directed us to the wrong
gate. No one was there, and I found on the schedule
board that there was another, earlier flight to Kona a
few gates away if we could just run fast enough. We got
in line only to have a "nice woman" behind us try to
convince us that we were not allowed on that flight, but
I stood my ground anyway (I bet she was flying on
stand-by and was simply trying to ensure she got on
that flight). We barely made it to the very last row — no
windows, no reclining seat, and a crew member with serious claustrophobia earned in bomb shelters during
the 1000-plane air raids of WWII Germany. Finally we
arrived in Kona, but without our checked bags, including my precious Litespeed bike (but, thankfully, delivered later that evening). I won't bore the reader with
our adventures in getting back to Knoxville, but it wasn't so great either.
Hardest Part more relevant to
the actual record attempts
(NSN) Wind-and rain-swept roads, especially at night.
The last 10 miles or so were especially wretched due to
the blinding, stinging, cold rain and wind in the night.
Night-time descents on steep, narrow, winding roads in
rain, wind, and traffic were especially harrowing.
(WEW)Lost about 16 minutes at the south end trying to
recruit a second crewman for the return trip before finally finding one on S-N leg (but well before 12 hours
were up). Lost about 20 minutes trying to solve bigtime nausea by sleeping in car, and when that failed,
sleeping on nice hard, pebbly, but wide asphalt shoulder by side of road about 1:00 AM. Official Curtis and
crewchief Mikki came close to terminating the attempt,
but some fast talking convinced them I could carry
on.As with the N-S-N crossings six days earlier, windand rain-swept roads, both day and night. During the
last few miles of a 3000 ft climb to Waimea and beyond, it began to rain, and the expected reward of a
speedy descent to the eastern shore disappeared in
high winds, blinding rain, and heavy high-speed traffic
on the narrow two-lane road. I was in survival mode,
and my speed suffered accordingly. Night-time descents on steep, narrow, winding roads in rain, wind,
10
and traffic were especially harrowing. When my glasses
were back-lit by a passing car or truck, I could see virtually nothing for a frightening few seconds. A total of
nearly 13,000 feet of climbing also “done” me in. It’s
certainly no fun trying to find a second crewman (required for rides exceeding 12 hours in length) when you
should be making good time towards the finish line!
Lost about 80 minutes and added nearly two miles to
the course at the east end trying to recruit a second
crewman for the return trip before finally finding one in
the industrial quarter of Hilo.
Unusual Happenings
(NSN) A white commercial-type van nearly hit me when
he swerved onto my 12” “bike lane” just in front of me -it looked to be deliberate. I distinctly heard only one
screaming “GET OFF THE F***ING ROAD!” in the entire 233 miles of the roundtrip. On second thought, neither of these types of reactions are terribly unusual.
While trying to maintain control in the fierce crosswinds on the very rough downhill part of the “half-lane”
of South Point Road, two large, speeding pick-up trucks
chose to pass me simultaneously on either side, a truly
dangerous maneuver — for me at least. Most other drivers were very courteous and would pull over and stop
until I passed on this treacherous bit of road. Seeing
the Island of Maui’s Haleakala Volcano in the distant on
the drive up to the start was a lovely experience.
(WEW)The not terribly steep but unrelenting Category
1 climb of the most active volcano in the world, Kilauea
Volcano (4050 ft above the E-W start in Hilo). My first
circumnavigation of a state (using the Big Island of
Hawaii as representative of the State of Hawaii)! Doing
so, instead of returning by the same northerly W-E
route, added about 24 miles, a 4050-ft climb of Kilauea
Volcano and hours to the E-W and double-crossing
record attempts, but, given the chance as I was, it
would have seemed a shame not to try for a circumnavigation of the entire island of Hawaii.
SUMMER 2012
11
12
SUMMER 2012
13
30 YEAR
HISTORIC RIDE
August 14th, 1982
Lon Haldeman became the first
person to ride a bicycle across the United States in less
than 10 days. Ever since Thomas Stevens first rode a
bicycle across America in 1884 with the time of 103
days, the goal of crossing the country in less than 10
days has been the perennial cycling challenge.
Crossing America in under 10 days was the equivalent of Roger Bannister running and breaking the 4
minute mile barrier. Haldeman was unsuccessful in his
first two attempts to break 10 days in 1981. He rode
from New York to Santa Monica, California in 12 days
and 18 hours. After falling short of the 10 day mark he
rested for 6 hours and then rode back to New York in
10 days, 23 hours. Although both cross country rides
set new transcontinental records, they had not surpassed the elusive sub 10 day goal.
Haldeman tried to break the record again the following year when he was invited to enter the Great
American Bike Race. The race began on August 4, 1982
and was filmed by ABC Television and shown on the
Wide World of Sports. Haldeman won the race from
Santa Monica to New York covering 2,976 miles in a
14
time of 9 days, 20 hours and 2 minutes. He was the first
cyclist to eclipse the 10 day barrier across America.
ABC documented the race with a two hour prime time
program and won an Emmy Award for the best Sports
Documentary. The 1982 Great American Bike Race can
still be viewed on a ten part series on You-Tube.
Haldeman would go on to set five more transcontinental records. He credits his parents and his crew for
their nonstop support. He always remembers the
Great American Bike Race as being the most difficult. It
took him almost four months to recover and get the
feeling back in his hands. The four riders in that first
race were the pioneers of endurance cycling and set
new standards for equipment, diets, and sleep management.
Haldeman's wife, Susan Notorangelo would become the first woman to set the sub 10 day cross country record. In 1989 she won the race across America
from Los Angeles to New York in 9 days and 9 hours
and 9 minutes.
SUMMER 2012
15
WITH WHEELS
AS WINGS
By Marilyn Hayward
Where to begin? Birds, Bicycles,
Cancer, Birds, Bicycles… and ongoing yet very related
theme in my life.
My mother was a loving and gentle bird-keeper, as I
have been now for the better part of 63 years. For me,
to be a bird and have the freedom of flight would be
the most wonderful thing I can imagine. At the age of 8,
I learned to ride a bicycle and thus, in my heart, I became a bird – soaring over the land and flying free,
carving out graceful turns faster and smoother than my
legs could ever do. Freedom, power and grace - thus
began my passion for cycling.
Of course, as the teen years, cars and boys came
along, my cycling miles hit a lifetime low, but then in my
20's they picked up again and I never thought a thing of
just taking off and heading 60 miles “thataway” and
then riding home. My '60's cycling attire was low-slung
cut-off jeans, a tee shirt, a pair of sneakers, a bota bag
for wine (…ah… I mean WATER), bread and cheese in a
back pack and a quarter or two in my jean's pocket in
case I needed to use a pay phone along the roads I
traveled. Orange County, California – lots of smooth
highways and wooded canyons for riding, down to San
Clemente from Los Angeles County on lots of very,
busy roads.
At the age of 24 I was hit by a car and carted off in
an ambulance and my soon-to-be husband decided
that “bicycles are dangerous” and locked up my
beloved 1971 Motobecane Grand Record … sigh… in the
garage. That would NEVER happen today, but back
then I went along with him.
I formed lousy eating habits in the following years
(not that they’d be great before) and lousier health
habits in terms of exercise as my bike rotted in the
garage. I started getting a stiff neck with a regularity
16
that was disturbing. One day in 1979 I noted that my
shoulders were not symmetrical… one had a bulge… the
side that hurt all the time. Off to the doctor. A tumor
the size of a golf ball was removed and the biopsy came
back as “benign” with the comments that nothing like it
had ever been seen before. Life went on as it had before. In 1983 another tumor developed in the same
spot, this time attaching itself to my scapula and an extensive surgery again came back with another “benign”
report. More sedentary years followed.
My life took a number of twists and turns; divorce,
remarriage, but still no cycling and then in 1993 I knew I
had another tumor in my shoulder. I put off seeing a
doctor this time because, let's face it, surgery hurts. By
the time I finally got around to having surgery for this
benign inconvenience I had three tumors in my shoulder which had metastasized to my left lung. Previous
tissue samples were found (3 different surgeons, two
states) and were sent to the Memorial Sloan Kettering
Cancer Foundation. The diagnosis returned was cancer: fibrosarcoma.
I was marched around to several of the top osteo
oncologists in the country, all of whom agreed that the
ONLY thing that would save my life was a “quadrant
amputation”. That meant that 25% of my body would
be removed, including clavicle, scapula, entire left arm,
first four ribs, remainder of my left lung, lymph nodes
up into the area behind my ear… gulp… and this cheery
little “procedure” came with a 50% chance of death,
not factoring in the cancer. One surgeon literally
shook his finger at me when I said “No!”, and hissed at
me “Lady! You’re crazy! You’ll be back here in six
months, BEGGING for my surgery and it will be TOO
LATE!” He didn’t know me very well – “begging”?? My
SUMMER 2012
husband almost punched him. We left the posh offices
and drove away; me shaking and in tears.
I had the most minimal of surgeries due following
my own instincts but still lost the majority of the trapezius muscle in my left shoulder, a chunk of my left lung,
parts of other muscles, but I had no radiation or chemo
and proceeded with a naturopathic/Eastern medicine
course that made sense to me. I was informed that the
margins were not clean and that I had made a big mistake in my choices. I was basically given a death sentence of less than six months by all of my previous
surgeons. That was 1993.
I took up raising birds (canaries
and finches) to take my thoughts
away from cancer.
I joined the Portland Rose Society and gardened by
brains out as I listened to the magical songs of my canaries. And then I finally got back on my bicycle in a
larger way, running/cycling away from my worries and
began to renew my love affair with the bike. My riding
was totally recreational and 20 miles then would have
been like a RAAM-Q for me today.
Ten years passed and I decided that I had to do
something REALLY special to celebrate the 10 years I
wasn’t supposed to have lived, according to all of the
experts. What could I do that was special enough?
Cycle Oregon! I had heard of this week-long tour, covering beautiful back roads of Oregon and made up my
mind that I would train and do it. The 2003 ride was
pure magic and it was then, in 2003, that my miles
started to shoot back to the miles of my youth… and
surpass them. I became a full-blown, group-riding, century junkie! And four more Cycle Oregon’s.
But then… the damage to my left shoulder from the
cancer was causing a breakdown in my right side, since
it had to bear the load that my left arm/shoulder could
no longer hold up on the bike and a switch to drop bars
and STI shifter sounded a new death knell (long story)
that resulted in the near amputation of my left hand. I
did a 206-mile ride with my bike outfitted for one-hand
operation and then reported to surgery again. Several
of the physicians told me that, if I was going to continue
to ride the miles I liked to ride, I would need to consider riding a recumbent bicycle. A what??? Oh.
Yeah. Jim… he had one of those… never rode it…
looked kind of cool to me, an “early adopter”.
So an old email came to mind, from a gal in New
Hampshire who found my (now off line) cancer help,
bird links, gardening tips website (wingingit.com) - she
contacted me because she was coming to Oregon, had
dealt with cancer, was into birds and her husband was
into gardening… and she had this cool recumbent bicycle that she adored and mentioned in her email. I dug
up her old email and did some research which led me
to Bacchetta Bicycles in 2005. I bought my first recumbent bike from Sherman Coventry’s “Coventry Cycle
Works” in July of 2005 – it was a Bacchetta Ti Aero – a
23 pound ‘bent that flew like the wind. That bike made
such a difference in my life that I would eventually buy
the bike shop that it came from.
My mileages went up in a huge way. I was no longer
dealing with any pain, anywhere. I went from riding centuries to riding doubles (and even two triples). I could
never have done this on a traditional bike. Because of
the recumbent bike my ultra “career” (Ha!) began. I did
my first Sebring 24 non-drafting at the age of 59… off the
bike for 5 months leading up to the race with a lifethreatening bout of pertussis and my physician forbidding me to do the race… I cranked out just a hair over
300 miles. I’ve done Sebring 24 non-drafting four times
now and plan for a 5th in 2013 at age 64. I want (with
every fiber of my body) to hit 400 miles. I don’t get to
train much because my bicycle shop takes up a LOT of
my time, but I still go and have fun and work hard.
My biggest push about the recumbent bicycle… and
part of what drove me to buy the shop… was to attempt
to stop recumbents as being seen as “just” bikes for
(hankies out) “people who can no longer ride a traditional bicycle”. I want them to be seen as the FINE machines they can be… machines/bicycles that don’t beat
up the human body in the first place, causing a need for
something kinder, something more anatomically correct.
I routinely tell my customers how I (an old bat on a
‘bent) knock out 24 hours on my bike and get off of it
with zero numbness/tingly things on even one speck of
my body. I ride in runner's tights because my crotch is
not in contact with a solitary thing. My neck/head is
supported with a cushy headrest and I have a totally unobstructed view of the road and “panoramic view” at
that, without a kink in my neck. My gloves are thin and
unpadded because my hands are draped onto the bars
with no upper body weight on them – they used to go
numb and ache on every ride. No more. But the zinger
that hooks them to listen is the statement of “No Pain”.
I also tell the young ones that if I, at my age and
with my health challenges, can knock out over 300
miles, think what they can do with their young, fit,
healthy bodies!
I love the sport of Ultra Cycling and the men and
women in it. They inspire me to do more; to try to get
better. They are my heroes. I bow to the likes of “Team
Forever Young, Grand Pac Masters”… I want to be “you”
one day.
And now it’s time for a bike ride!
17
KENTUCKY SOUTH TO NORTH RECORD
FALLS TO ROSE
By Jeff Rose
The ride started on a cool morning
Rider:
Jeff Rose, UMCA member #8354
Bicycle Category and Division:
Road Bicycle, mens 49 and under
Start date:
May 20, 2012 at 0557
End date:
May 20, 2012 at 1841
Elapsed time:
Mileage, Average:
213.4mi, 16.76mph
Start location:
US 127 at KY/TN state line south of Albany, KY
End location:
KY/OH state line on US 127 bridge over Ohio River at
Cincinnati, OH
Official:
Norman O'Neal
Crew Members:
Todd Nordmeyer, John Geier
18
with a light fog. I donned a vest and arm warmers and
kept those on for about the first hour. One of the
strangest things about riding in the fog on an unfamiliar
course is that I could not see enough of the horizon to
know if the road was staying level or going up or down.
Another interesting thing about riding in the fog is that
I had to wipe off my glasses every few minutes so I
could see. I had only driven the course, SR 127, before
the ride and noted that there were some pretty curvy
and narrow roads leading down into Lake Cumberland’s Wolf Creek Dam. There were large sections of
that road that had no shoulder and a guard rail, so I
thought I was going to have to take some of those
downhill sections rather slow. However, I was able to
easily carry speed through those sections on my bicycle. I had never ridden with a follow vehicle before, but
it was very nice having it guarding my flank through sections of road like this. The follow vehicle was equipped
with flashing yellow lights, a slow moving vehicle triangle, and a sign that read caution bicycle ahead. I had an
experienced crew and official, and was very fortunate
to have such a great group of guys to support me on
this attempt.
Racer's Motivation: What Could be Better?
It was a beautiful morning for a ride. As the fog burned
off, the temperature climbed out of the low-60s into
the mid-70s. There was a very slight tail wind at the beginning of the ride that turned into a cross wind about
SUMMER 2012
hours and my mind starting to wonder
half way through the ride. As the temperaabout how much of the ride still lay
tures continued to climb it was actually
ahead as well as those hillier sections
nice having a little bit of cross wind to cool
after Frankfort. That line of thinking just
things off a bit. Since my training had
created a dark attitude, so I decided to
started in the middle of the winter, most of
focus
more on smooth pedaling and a
my training rides happened in the cold to
Jeff Rose at the start of his
steady effort. South of Lawrenceburg,
record-breaking ride.
cooler temperatures. I only had a handful
the road widens out to a four lane diof rides in 80 to 90 degree weather, so I
vided highway. It was here at about mile marker 110 that
think the heat during the middle and later parts of the
I had a friend surprise me. Jason Gumm and his daughride sucked some energy out of my body.
ter, Lindsey, were waiting in the median of the road. I
The first big surprise of the day was seeing my famdidn’t realize who it was until I was close enough to
ily. I saw a van and some people on the side of the road
make out their faces. Their encouragement provided a
from a distance and didn’t think much of it. As I got
nice little boost and took my mind off of the hills that I
closer I noticed that they were waving and I recall
knew were coming on the North side of Frankfort.
thinking that was strange. It was only when I got close
Coming out of Frankfort at about mile 133 of the ride,
enough to hear them yelling that I realized it was my
there were several five to seven % grade climbs that
girls. I had discouraged everyone from making the drive
were longer than a half mile. My back was really getting
over to the course to see me. It’s about a two hour
tight by this time and it seemed like all I could do was
drive from home to the nearest part of the course and I
spin up the climbs rather than power up them. The first
thought it would be asking a lot of people to have them
one, in particular, seemed long and hot and I had a little
drive four hours just to watch me ride past for a couple
trouble with the change in rhythm. When I was training,
of minutes. But it was really great seeing my girls. It
I never used any of my water to cool myself off because
caught me by surprise and a wave of emotion swept
I was always in water conservation mode, so it seemed
over me. As my throat began to constrict, I found out
like such a luxury being able to use some of my water
that it’s hard to cry and breathe hard at the same time.
to cool myself off with.
Not that I was sobbing or anything but it took me about
a minute to get my throat to relax after I saw them.
Still Fresh
They drove up the road a few miles and held out a banOne thing I struggled with in training and during the
ner when I passed by them the second time. Thanks to
ride was always having the Garmin providing informamy girls, Stacey, Chaney, Annalee and Trinity, for maktion. Was it really helpful to know the grade of each
ing the drive over and for all of the cool banners and
climb? My inner dialogue would go something like this,
signs.
—Wow, this climb seems steep. (Garmin confirms it is
The radio communication system that we were
steep‚ 6%). I think I’ve slowed down a bunch. (Garmin
using stopped working sometime in the second or third
also confirms that I’m going 9 mph) — I guess there was
hour of the ride. I had not trained with any type of coma time or two that I was pleasantly surprised that I was
munication device, so it didn’t really hurt my feelings
going as fast as I was, but more often than not I seemed
too much that the radios no longer worked. We worked
to fixate on the information that the computer was givout a simple system that I was to raise a bottle if I
ing me rather than listening to my body. Not knowing
needed one. Other than that, the follow vehicle would
the course through these longer, harder efforts really
pull up beside me to give me food occasionally or honk
showed during this part of the ride. There’s just someat me from behind to let me know about an upcoming
thing about mentally knowing what’s around the corner
course or navigation item.
or ahead to be able to gauge the efforts. In training, I
had ridden a course the weekend before the attempt
The Security of a Follow Vehicle
that was hilly and relatively unfamiliar to me. I had inI remember thinking around the 70 mile mark that I was
about a third of the way through the ride. I didn’t feel
bad at that point but I had already been riding for four
19
tentionally done this to try to get used
hardest part of the ride for me. At the time,
to working out of my mental comfort
I wasn’t sure how far out of the way we had
zone by riding in the gutter (what I call
gone. I wasn’t sure what my average speed
the six to twelve inches between the
was and if the record was still within reach
painted white line and the rumble
or in jeopardy. I thought about stopping a
strip) when there was an emergency
few times but just had a little pity party for
lane, standing to power over a climb
myself on the bike. The crew was wisely
that I thought was short but couldn’t
quiet for a while – or at least they didn’t
see the crest of around a corner, and
talk to me any for what seemed like 45 minOne of many Kentucky
guessing on where stops for food and
utes. We finally got back on SR 127 and the
hill climbs.
water would be along the route. Howcrew estimated that the wrong turn had
ever, I’m not sure that this really hardadded about five miles. As my lower back
ened me mentally for the distance and elevation
got tighter it seemed like I had less power to apply to
change of the actual route of the record attempt.
the pedals. I was standing more often on downhills to
try and regain some feeling in my bottom and to stretch
Kentucky Means Climbing
my back a little. Less weight on the pedals meant more
What my years of riding have taught me is that I have
pressure on my seat and hands. To compound some of
friends on the climbs — they are water and cell towers
the discomfort I was feeling, the quality of the pavethat give me a target to shoot for because they let me
ment in the last few hours was noticeably worse. This is
know where the tops of the climbs would be. Another
probably where the follow vehicle was most apprecithing I did appreciate on this route was that most of
ated because I rode primarily on the road and was
the longer climbs had a relatively even grade so I could
weaving back and forth in the lane to avoid the broken
get in a rhythm and just try to relax as much as possipavement. There was even a time that I was cruising
ble. I’m a drummer and I think I really take solace in
down a slight decline and had to bunny hop a hole that
steady rhythms. As would often happen during my
would have taken my front wheel.
training rides, I had a song stuck in my head most of the
I had to come to a complete stop, or at least lose
day. Today it was an instrumental called Guitar Boogie
significant momentum, on at least half of the traffic
performed by Tommy Emanuel. The song follows a
lights during the last ten miles of the ride. I never lost
standard blues chord progression so I occupied some
that much time having to wait for a light, but having to
of my time by working out solos over the top of the
work to get back up to speed stop after stop was chalblues progression similar to what Emanuel was doing
lenging. It was during this time that my final family sightwith the song. The tempo of the song worked well for
ing occurred. Both of my sisters live in Cincinnati and
tapping out a constant rhythm on my pedals. If I ever
they had come South to the Kentucky side of the river
do anything like this again, I will be more intentional
to see me ride by. It was great seeing Cathy, Amy, Ryan,
with making a play list of specific tempos that I can acRachel, Elaine, Lauren and Claire.
cess during the effort.
The final adventure of the ride was a street fair that
My average speed had been above record pace
stopped us .3 miles from the official finishing point of
prior to the climbs but I had slowed enough during the
the ride, the 127 bridge that crosses the Ohio River. As
climbs that I had given back some of the time that I had
we got closer, there were more and more cars lining the
gained earlier in the ride. So over the next hour I really
road as well as people outdoors. Then as we apmade an intentional effort to stop standing and stretchproached the fair, the street was barricaded and the
ing as much on the downhill sections and to really work
crowd was thick. We could hear the live band playing. I
on gaining back some time. That worked well for about
looked back to the follow vehicle and motioned that I
the next hour or so. Just before mile 167, SR 127 makes a
was going to try to go around. The two streets to the
right turn. Unfortunately, I kept going straight and the
East and West were blocked off as well. I asked a police
crew didn’t catch the mistake until we passed the race
officer that was working crowd control how to get over
track in Sparta, KY. I stopped for a bathroom break and
the 127 bridge and he said he wasn’t sure but to try the
that’s when the crew told me. We discussed our opnext street over. It was also blocked. We continued to
tions and decided to keep going north and then take a
try to find a way through or around the crowd for about
right on US 42 that eventually met back up with SR 127.
15 minutes. We tried a couple of alleys and the follow
Shortly after they told me the ride had a huge downhill
vehicle was having increasing problems with the narrow
into a valley. The climb back out of that valley was the
streets and pedestrians. After a small traffic jam down a
20
SUMMER 2012
The crossing crew.
Jeff’s daughter Trinity helped with a big sendoff card.
one way alley where the follow vehicle stood still for
about three minutes we finally found a parking lot
about five blocks over from the course. We discussed
our options. I was just going to ride through the crowd
so that I could finish, but Norman, the official, said that
he had to actually see me finish. We looked at maps
and could not find a way to get around the crowd and
back to the 127 bridge. Norman decided to halt the
record attempt. He referenced a provision in the rules
(section 23, D) that because of the circumstances of
not being able to continue to the finish, that over 90%
of the ride had been completed, and that I was able
and capable of finishing. Based on the prior 10 miles average speed of 15.9 mph, Norman estimated that I
would have ridden the final .3 miles in 1.1 minutes. This
would put the total ride time at 12 hours and 44 minutes and the total distance at 213.4 miles for an average
speed of 16.8 mph.
21
THE RECUMBENT PERSPECTIVE:
Crashes Happen
By Jim Parker
This past June,
the day before the start of the National 24-Hour Challenge in Middleville, Michigan, I met UMCA President
Doug Hoffman. While helping us set up our tent , he
asked me if I would be interested in writing about recumbent cycling for the UMCA newsletter. Doug reasoned that, as both ultracycling and recumbent cycling
grow in popularity, there will be increasing numbers of
recumbent and “regular” ultracyclists interested in the
recumbent cycling experience. What’s it like to ride a
recumbent? Why do people choose to ride a recumbent? Which type of “bent” is best? What will my
friends say if I “get bent”?
I’ll try to address those questions and share some
of my experiences. In the interest of full disclosure, I
am co-founder of Cruzbike, Inc. While I won’t hide my
love for these front-wheel-drive bikes, my comments
here will largely apply to all makes of recumbent bikes
and trikes that are increasingly finding a space on the
starting lines of cycling events around the world.
Outside of the bicycle business, I work full-time as
a radiologist. This medical specialty demands a very
thorough knowledge of human anatomy. Not this
month, but in a future article, I will share my insight into
ergonomic and anatomic issues related to recumbent
cycling. There is actually quite a bit of scientific literature out there on the topic. If you ride a regular “diamond-frame” (DF) bike, you may want to skip over
22
those articles because, frankly, you aren’t going to like
what they say.
Neither my credentials as a physician nor my position with a recumbent manufacturer justify my authorship here. What qualifies me to write about recumbent
cycling and ultracycling is my experience doing it. I
have been extremely lucky to share that experience
with my wife, Maria Parker, who is a UMCA record
holder. Together, we have traveled far and wide participating in ultracycling events, both organized and self-directed. We ride together as much as our schedule
allows. Sharing the same passion as one’s spouse is a
great joy and if you are lucky enough to have an ultracycling spouse, you know what I mean.
Rather than starting out this column with tales of
glorious victories on my recumbent, I will offer up a
very recent and humiliating crash-and-burn episode for
which I have no one but myself to blame. I was feeling
good, having just climbed a long hill along the coast of
Maine. I waited at the top for Maria and her friend, Lee
Ann, to catch me, and I let them get started ahead of
me down a long incline. I was riding a bike I had not ridden in almost a year. My son had adopted this bike and
shortened the boom (the telescoping tube for adjusting
the position of the cranks). In my hurry to prepare for
this trip, I had neglected to re-adjust the boom. Since
my son’s legs are almost as long as mine, I didn’t think it
SUMMER 2012
would make much difference. It made no difference for
the last forty miles. I had been having a blast. Then, as I
was gaining speed down the hill, I shifted up to the big
chain ring and suddenly the chain completely de-railed
and was now wrapped on my right crank. “No problem”,
I thought, “coast, clip-out of the pedals, apply the
brakes, come to a smooth stop, fix the problem, and get
back on the road”. A routine thirty second delay is all I
was expecting.
However on step-one, clipping
out of the pedals, something
went terribly wrong.
Due to a combination of the shortened boom and my bad
habit of swinging my heel inward, rather than outward to
unclip, my heel went directly into the spokes which
grabbed hold of my heel and slammed it into the chainstay, instantly locking-up the front wheel... not a good thing
when you’re going over 20 mph. Due to my low center of
gravity (COG), with the front wheel unable to roll or turn,
the bike slid out to the side and the left side of my thigh
and arm took the brunt of the impact. I slid to a stop and
extricated myself from the bike to survey the damage.
Left arm – mild pain, road rash; left thigh – mild pain, road
rash; left heel - severe pain, wet feeling, no doubt bleed-
ing. Nothing broken. Front wheel bent slightly. As bad as
things were, they could have been a lot worse if my COG
was higher and the bike had rotated end-over-end. I
stashed the bike behind some tall weeds and a very nice
couple from New Hampshire stopped and gave me a ride
to the hotel 14 miles down the road. I picked up the bike
later that evening, after tending to my wounds, including a
deep gash on my heel. Two days later, I was riding again
on a slightly wobbly wheel, wiser and a bit mad at myself
for my negligence. Maria once implored me to use an outwards heel swing to unclip and I had argued my case for
the inward swing. Now I know better.
Accidents happen, and if you ride enough, you are
going to have one. Many of the accidents my DF cycling
friends have experienced involved getting dumped
straight over the handlebars, resulting in serious shoulder and neck injuries, sometimes requiring surgery.
Conversely, on a recumbent, being thrown forward onto
your head/shoulder is extremely rare. This is something
I have learned from experience and years of actively following recumbent forums and blogs. While some DF cyclists may look down on a recumbent and wonder if it’s
safe to be so low and potentially out-of-view of cars and
trucks, many recumbent cyclists look up and wonder if
cycling with your head so high and forward is not a more
dangerous position. We each view the risks and benefits of cycling from a different perspective.
23
ULTRA RACE DEVELOPMENT
By Larry Graham
In the last issue we discussed
what is involved with scoring a "fixed time, variable distance" loop style ultra race. I hope that gave you some
ideas about how you might score your race. Even if you
are not planning on developing a race, I hope you will
read on so that you can appreciate all that goes into
producing the next race you attend.
Now on to the fun parts of developing an ultra style
bicycle race.
The first decision you have to make is "just what
kind of race motivates you to become a race owner/
promoter?" Do you have a great longer route? Maybe
you might think about developing it into a double century or longer "fixed distance, variable time" race. From
my experience, the tougher routes better lend themselves to the fixed distance type of race. There was a
period in ultra history where there were numerous
tough 24 hour races on the calendar, but there was a
change in what the participant of the 12/24hr races
were looking for.
With the “Best of Three 12/24hr championship”,
there has been a shift to races that offers a route that
allows maximum opportunity to score big miles. Many
of the 12/24hr races with tough routes have sadly fallen
out of favor in many parts of the country. There also
has been a cultural shift that has participants limiting
just how long they can devote to a particular race
weekend. My observation is that many racers arrive Fri24
day night, race on Saturday, and need to be back home
Sunday to be with family and to be ready for the work
week ahead. All this should be taken into consideration
as you move forward with your race development
plans. I'm not suggesting that you "dumb down" your
route, but there are sound economical reasons to respond to customer preferences.
Are you more interested in developing a 6/12/24
hour loop race? These types of races can draw more
participants to your race,(an important consideration
from a business perspective), but large numbers of racers can also bring challenges in the areas of safety and
scoring. You also need to take into consideration if your
chosen route can handle a large number of racers on the
road without having a negative impact in the community.
A safe route is more important than an interesting
and challenging one. That fun twisting fast descent during the light of day isn’t so fun in the dark while it is
raining. As the race promoter it is your utmost responsibility to design a safe route and one that can accommodate inclement weather. It is ok to develop a
challenging route, but try to avoid making it a “near
death experience” for your racers.
Do you want the prestige of your race to being a
RAAM qualifier? If you do, you will need to contact
RAAM LLC and meet their standards and get approval.
You need to take into consideration if your targeted
participant has an interest in a 24 hour time trial. If you
SUMMER 2012
are developing your race in a market with few ultra racers, you might be better off with a drafting legal race.
From my experience, club/century riders have a difficult time grasping riding 12 or 24 hours, much less riding
by themselves for that long. There is also the challenge
of enforcing the non drafting rules to keep the competitive playing field as level as possible. The Sebring 12/24
has the best of all possibilities with a drafting legal 12
and 24 hour race and a 24 hour RAAM Qualifier.
1,2, or 3 different loops? A single loop race such at
the Texas Time Trial is the easiest to develop. If you go
this route, do not make the loop too long so to minimize the need to put numerous aid stations (and volunteers!) on the route. Lay out the route so that riders
cannot short cut the course or else you will need to
have additional checkpoints (and volunteers!) to make
sure everyone does the whole loop.
If you are developing a 24hr race, how is the loop at
night? Will there be bar closing time traffic with impaired drivers? The worst thing for your race is when
participants don't feel safe on the route at 2am. Some
men and a high percentage of women feel very uncomfortable out by themselves on a long lonely night loop.
Try and find a way to have a less than 10 mile night loop
that offers a comfortable feel to it. Ask yourself
"Would I put my wife, mother, daughter, or son on my
chosen route?"
A single loop race presents a significant challenge
in scoring the finish. Most races score only full laps
completed or try to do a prorated last lap. With a prorated last lap, do you base it on the racers average
speed up to that last lap or what their average has
been during the last two hours? Most racers I know really dislike the prorated lap; they would rather race to
the end without the complication of a math formula determining their final mileage. The Saratoga 12/24 marks
each mile of their 32 mile course and at the end of race
time, the racer self reports at what mile point they
ended up at. With everyone carrying a cell phone with
a camera, it is possible to require each racer to take a
picture of where they ended up with a time stamp to
verify their finish point .
With races that have a shorter night loop or finishing loop like the National 24 hour Challenge it is possible to station a course marshall at each mile point and
stop racers when time runs out. We implemented this at
Calvin’s Challenge 4 years ago and it completely
changed the whole dynamics to the last hour of racing.
Instead of racers just soft pedaling as time was running
out, we now have fierce racing right to the end. Many
times that one extra mile a racer earns means the difference between a place on the podium or not.
The difference between first place overall and second place at this year’s Calvin’s Challenge was just one
mile after 12 hours of racing. So often we have seen
records broken and personal goals achieved by just one
mile. One of the highlights of my day is to be at one of
the mile points collecting racers' numbers and sharing in
their energy on a race well done. We at Calvin’s Challenge have a motto, “Keep riding until we tell you to stop”.
It is common to have up to three different loops at
6/12/24 hour races. A long loop of 50- 100+ miles, a mid
loop 12- 25 miles and a short loop of less than 10 miles.
A course consisting of a long loop of about 50 miles
and a short loop of less than 10 miles will give you a
manageable race course.
When scouting your course, keep
an eye out for facilities that can
be used for your check points
and aid stations.
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26
SUMMER 2012
Schools and churches make great checkpoints as
they are usually designed with a good traffic flow for
getting vehicles in one way and out another. They also
have big enough parking lots to accommodate your participants and their crew. Look for facilities that are on
the correct side of the road for the direction of your
race. You want to avoid having to cross over to the
other side of the road if possible. Fire stations make
great places for aid stations. For a modest donation
you might get the use of tables, water and restrooms. I
consider gravel parking lots to be avoided as much as
possible. Make sure you go out and either drive or ride
the chosen race course on the same day of the week as
the race and at the same time you will be putting racers
out there to see firsthand what traffic will be like.
Think SAFETY at every point in the course. It is a
general rule that you design a cycling route that travels
counter-clockwise as to maximize right hand turns and
to minimize left hand turns. Calvin’s Challenge had a fatality in 2005 when one of the racers made a left hand
turn and was hit and killed by an over taking pick-up
truck making an illegal pass of the rider. While we have
modified the route to eliminate that left hand turn, we
still have others on the course. For the racer’s safety,
and to be able to continue to offer the race, we require
each racer to have a rear-view mirror. Too bad there are
some racers that don’t take their own personal safety
as seriously as we do. We have had racers thank us
later for turning them on to using a mirror and how that
they can no longer ride without one. If we can save but
just one life all the grief we catch about mirrors will be
worth it.
I once participated at a 12/24hr race where the promoter neglected to put any Port ‘O’ Pots anywhere on
the course and we were forced to make do as best as
we could where we could. Many states have laws
against urinating in public. I was at the Assault on Mt.
Mitchell one year when 20 riders got hauled off to jail
to pay the fine for urinating in someone’s front yard.
Please don’t force your racers to act illegally. Same with
your chosen route; don’t put them on long stretches
where they are legally required to ride single file.
As you narrow down your route selection don’t overlook checking in with local authorities to see if any permits might be needed and to gauge how welcome you
might be. Check with the county engineer to see if any
road construction is scheduled on your route. Lastly,
check in with local law enforcement and let them know
of your race details. I highly suggest you make friends
with the local law enforcement. We hire 3 sheriffs to be
stationed along our short loop the last 3 hours of the
race when we have the most racers on the loop. This is
the time of the day when we have had some issues with
local drivers in the past. All those flashing police cruiser
27
lights sure do slow motorists down!
If all of the above isn’t daunting enough, the start
of your race should ideally be about 10 miles or less
from somewhere that has lodging and restaurants.
Bonus points are earned for making it easy to get to
the event. I was checking out a race where there was a
150 mile drive after arriving at the nearest airport. You
might have the best race route in the country, but if
racers are over burdened getting to it, you may limit
participation. Negotiating a discounted room rate for
your participants brings added value to your event and
usually earns you a free meeting room to do rider
check-in and registration.
All that goes into developing an event might seem a
bit overwhelming, but with careful planning and a methodical approach you can put together a first class
event. Each step of the way should be focused on producing a safe competitive event that gives your participants the best experience possible. Some days it is
going to be tough, but try and hold on to the enthusiasm you had when you first started your journey down
this road.
There is strong consensus that the 6/12/24 hour
races are the "bread and butter" of UltraCycling. This
type of race can attract the century riders who are looking for a bigger challenge. Ultra racing can be attractive
to the Rando crowd looking to release their competitive
side and build some speed. For many, a race of this type
is their first taste of actually racing. The 6/12/24hr races
is the gateway to the longer more challenging races
such as The Race Across Oregon, any one of RAAM Series, or maybe even RAAM itself. UltraCycling is in a
catch 22 situation. We need more races in underserved
markets to attract more members, but at the same time
we need more members to help fill the fields of the new
and current races. For the first time in a while the future
looks bright. Become a part of it.
Next issue we put it all together and we'll talk about
the details that will either make or break your race.
Be safe out there!
28
SUMMER 2012
DENMARK RECORDS FALL
Gummybears: They make you fly!
Conditions:
The weather was sunny with not a cloud in sight, the
temperature was about 8 degress C. During daylight
there was a shift between tailwind and sidewind. During the night the tempurature was about 0 to -3
degress C with no wind. When the sun showed again
there was a lot of mist.
Why did I want to do a record?
I wanted to set a record, partly because I wanted to
challenge the existing record and partly because I
wanted to raise awareness about my project towards
competing in RAAM in 2013.
By Jans Larsen
What equipment did I use?
I had two different bikes with me. A road bike, Cube
Agree GTC pro and a triathlon bike called Cube
Aerium Pro. I only used my Cube Agree GTC pro with
an aerobar, because this was the bike on which I was
most comfortable.
Rider:
Jan Larsen, UMCA member #8156
Standard, mens 49 and under
Start date:
EW November 12, 2011 at 0910
EWE November 12, 2011 at 0910
What did I eat and drink?
My original plan was to eat the following: Organic
foodbars, organic energy drink, organic gel and then
the magic mix of mashed potatoes, cheese with lots of
protein, butter and ketchup. I ended up also adding
chocolate, cola with water; and gummybears (they
make you fly!) Braving -3 Centigrade!
End date:
EW November 12, 2011 at 2035
EWE November 13, 2011 at 1123
Elapsed time:
EW 11 hours, 25 minutes
EWE 26 hours, 13 minutes
Mileage, Average:
EW 217.48mi(350km), 19.05mph(30.65km/hr)
EWE 434.34mi(699km), 16.57mph(26.66km/hr)
Start location:
Dragør Fort, Prins Knuds Dæmning 2,
Dragør Blåvandshuk fyr
End location:
Blåvandshuk fyr
Officials:
Mads Fabricius, Martin Thomassen
Crew Members:
Thanvuis Iverson, Soren Stendal
What was the best part?
My crew who always supports me no matter how
demanding I am, my fans along the road and then
being on the bike pushing for something that may
seems impossible.
What was the hardest part?
The weather and lack of light hours. When the temperature goes below 0 degress C, the legs wont push as hard
as before . When, at the same time it is dark about 70%
of the attempt, then I got really tired and that is hard.
Did anything unusual happen?
I got a knee issue, that I have never felt before. It was
after 120km where it began and after 350 it was a real
issue, so that made the attempt a bit more challenging.
29
HOGAN REESTABLISHES OUTDOOR
TRACK RECORDS: FOUR RECORDS FALL
By Seana Hogan
Back in 1993,
30
after I broke the 24-hour velodrome record, I hoped
that I would never have to do it again. It was difficult;
more difficult than 24 hours on a road. The mind-numbing monotony of going around and around on a 335.75
meter track, trying to stay in an aerodynamic position. I
recall going up and down the banks in 1993 just to break
up the tedium. My hopes were realized for eighteen
and a half years. Then on a warm Italian autumn day,
Anna Mei broke my record. Actually, she broke two of
my records: the 12-hour velodrome and the 24-hour
velodrome. Excited for her in her accomplishment, I
sent her a message on FaceBook; that began a new
friendship. I watched the videos and I read the reports
of her record ride. I started to feel an itch...
I was slowly recovering from a knee fracture that I
sustained in February 2011; I certainly was not in top
form and not sure if I could ever be again. The injury
was devastating...and what about my age? I am 52
years old. Dara Torres and Diana Nyad come to mind.
Valerio Zamboni had just won Race Around Ireland
and he is in his fifties - there he was, out there making
it happen. The voice in my head: "It's you against NO.".
I can do this. I had been working hard all last year recovering; I raced three 500-mile races during the year
to build myself back...Dara, Diana, Valerio...okay, I am
going to go for it
A week before the attempt, I began monitoring the
weather. It looked like rain the day before and clearing
on Friday, the scheduled start day. We woke up on that
Friday to drizzle and wind; I was hopeful that the
weather would improve as the forecasters had said. At
7:30am the track was dry, but the wind continued to
whip. My husband held my bike as I clicked into my
pedals...three, two, one, go! I was off. I could write
about the scenery, but it did not change. I could write
about the terrain, but it did not change. I could write
Seana riding through the night…
…and into the dawn.
SUMMER 2012
about the road conditions, but they did not change. I
could talk about the wind, but it did not change: a constant 15-20 mph blast. The wind persisted all day; the
foam blocks in the corners blew into the lane and into
the infield keeping the crew busy.
When night fell, so did the temperature. It dropped
to 46 degrees F. I had to stop to get warm clothes.
There I was with a carbon Bianchi bike, a carbon Vuelta
disc wheel, a Bell TT helmet and a bloated jacket. Okay,
the jacket didn't slow me down too much.
Mentally, the hardest part of this event were hours
19, 20 and 21. At the beginning of hour nineteen there
are only six hours to go. Wait, six hours! Holy cow! Okay,
I can do this. "Seana, God blessed you with this opportunity, feel it, savor it.". Instead of looking at the entire
six-hour chunk, I considered only one hour at a time.
Each hour I divided into twenty minute segments. Once
I got to hour 22, it was a lot easier...I knew the end was
close. The rising sun brought strength and renewal.
As I would come around to the pursuit line, where
the officials and crew were stationed, Alberto and Pat
were yelling. Alberto, "GO! Go! You got it ! Your are the
champion!". Pat, "Go, Go, Go! A half a lap and it is
yours!". After I had the record, I told myself, "You are
going to leave everything out here!". My lap speeds improved. I really wanted to stretch, to change positions,
but I stayed aero and pushed as hard as I could.
Seana’s crew hard at work.
At the finish line!
Rider:
Seana Hogan, UMCA member #144
Road Bicycle, womens 50-59
Outdoor Track Record:
12 hour
24 hr
100 mi
200 mi
Start date:
May 4, 2012 at 0750
May 4, 2012 at 0750
May 4, 2012 at 0750
May 4, 2012 at 0750
End date:
May 4, 2012 at 1950
May 5, 2012 at 0750
May 4, 2012 at 1232:54
May 4, 2012 at 1735:17
12 hours, 00 min.
24 hours, 00 min.
Elapsed time:
Mileage, Average:
4 hours, 42 min., 54 sec. 9 hours, 45 min, 17 sec.
244.16mi(392.93km),
445.78mi(717.93km),
100mi(160.93km),
200mi(321.86km),
20.35mph(32.74km/hr)
18.57mph(29.89km/hr)
21.21mph(34.13km/hr)
20.50mph(33.00km/hr)
Location:
Hellyer Velodrome, San Jose, CA
Officials:
Cindi Staiger, Mike Deitchman, Brent Hawks, John Leake, Rose Costin
Crew Members:
Pat Enright, Alberto Blanco, Ira Sheftman
31
Health & Fitness
ONE MINUTE I FEEL GREAT,
THE NEXT MINUTE…
By Jennifer Vierling
When I woke up my heart ached.
I’ve lost it. I let the record slip away. All these months,
all this hard work, all these sacrifices, gone, dream
gone, goal gone, I might as well give up bike racing. The
weight is unbearable. I drag myself up and go to mount
my bike for my final day on the CTR and my delirium
disables me once again. Which way was I going? Wait,
it has to be this way, this is the direction my bike is
pointing. Why can’t I remember? This is crazy, I’m really losing it, I’m totally lost, I don’t know which way I
came from…
As ultra cyclists, bonking or hitting the wall is our
worst nightmare, but there are ways to proactively address depletion of your glycogen stores so you don’t
wind up like the cyclist above. The first step is to understand the different kinds of depletion - whether you are
bonking, hitting the wall, or experiencing a complete
shutdown:
• Low blood sugar (bonking): mentally finished but
with plenty of “spunk” left in the legs
• Low muscle glycogen (hitting the wall): mentally
astute, but the legs are shot
• Central fatigue (complete breakdown): characterized by weakness, dizziness, tough labored
breathing and hallucinations
32
Many cyclists believe that simply consuming a lot of
calories and electrolytes will prevent depletion. If a little fuel and electrolytes are good, more is better. But
the answer is a bit more complicated than that. As outlined in our last article, “Where Did That 500 Calories
Go?” your body only has the capacity to process between 250-300 calories per hour, and making sure it’s
the right fuel is important too. Many ultra cyclists make
the mistake of consuming improper or excessive calories in the belief that more food will provide more energy – with the result being GI distress and the angst
that goes with it. On the other hand, under-fueling
spells trouble too. So, where do we go from here? Recognizing symptoms can help us devise a strategy for
combatting glycogen depletion and get our legs spinning again.
Bonk: Low blood sugar
Simply put, a low blood sugar bonk occurs when your
body’s blood sugar (glucose) is used up too quickly and
your brain isn’t getting enough glucose to function
properly. During rest or low-intensity exercise, ingested
carbohydrates are broken down in the stomach and
empty to the small intestine where they are absorbed
into the bloodstream. Once absorbed, glucose is immediately available to the brain and essential organs or to
fuel muscles. The body maintains glucose levels by balancing incoming glucose (from absorption or from liver
glycogen stores) with outgoing glucose (glucose consumed by muscles and cells). Excess glucose is stored
in the liver as glycogen, or is converted to fat and
stored in fat cells. Other carbohydrates, such as fructose, are metabolized in the liver first to produce immediately usable fuel or fat storage.
SUMMER 2012
The science behind hea
lthy r
i
However, during intense exercise, glucose is diverted
at a fast rate to moving muscles (your spinning legs). The
body responds by producing glucose from glycogen
stores in the liver. As the glycogen stores deplete, blood
sugar levels drop, starving the brain of fuel. Early symptons include confusion, abnormal behavior, fatigue, irritability and trembling. If not addressed, glycogen stores
can be depleted, leading to visual disturbances, seizures,
tremor and even loss of consciousness.
What to do: Take in some glucose, and you should
feel better in about 10-15 minutes (100-200 calories followed by consistent fueling). Liquids absorb more
quickly than solids, so try a glucose-based sports drink
or gels first. Bars or foods with protein will take too
long to reach your famished brain. To prevent low
blood sugar, maintain a steady intake of glucose during
exercise. This will also help you avoid energy swings
caused by the cycle of depletion followed by sudden
fuel intake.
Hitting the Wall: Low or Depleted Muscle Glycogen
When you have low muscle glycogen, your muscles
have run out of its preferred fuel source, glucose. You
can still forge ahead, but at a much slower pace as the
body shifts to using fat and (sometimes) protein to
power your muscles. Both fat and protein take longer
to break down and provide energy at a much slower
rate than glucose.
What to do: As above, ingest some glucose for
rapid replenishment, and you should feel better in
about 10-15 minutes. Continue to take in the maximum
calories that you can absorb (about 250-300 calories/hour). For prevention, top off your glycogen stores
before the event, and maintain a steady intake of calories for the duration of the event – do not fall behind
on your calories, because you cannot “make up” these
shortages.
ding
Complete Breakdown: Central Fatigue
This is pretty scary – especially when you are on a road
with cars. I remember during the RAAM Midwest Qualifier when I saw what I thought were UFO lights heading toward me and began ducking my head to avoid
them (and causing my bike to swerve). Not good.
Central fatigue is a fatigued state triggered by your
central nervous system to get you to stop and rest with
the goal of making you more aware of symptoms of low
blood glucose and overheating. Your brain senses impending doom in the form of oxygen deficiency and an
increased heart rate, and it initiates an immediate reduction in the mass of muscle that can be recruited by
the brain. Reduced muscle activity reduces the demand on the heart and thus prevents heart and brain
damage. It’s best not to ignore this warning.
What to do: First, slow down or stop until your brain
stops sending out alarm signals. Your competitive day is
done. Then, you need to hydrate and fuel with glucose
because you’re likely dehydrated and very low on blood
sugar. Often, this state occurs because you’ve under-fueled or stopped eating and drinking due to GI problems
or issues with the taste of your fuel. The fuel you
choose should allow you to keep drinking and fueling
for the full duration of your event. Adequate training focused on muscle contractility and improving your cardiac output can help delay the onset of central fatigue.
33
A note on dehydration. If you are dehydrated, all
bets are off. Dehydration is the single biggest issue
among ultra cyclists. Staying hydrated is pretty easy in
shorter events, but the longer you go, the easier it is to
lose track. Dehydration reduces your blood volume and
makes it difficult for you to regulate your body temperature, because you don’t have the capacity to increase
blood flow to the skin. This causes an elevated heart
rate, significantly reduces performance potential and
makes exercise seem more difficult. Coupled with heat,
dehydration increases your risk of developing muscle
cramps, heat exhaustion and heat stroke. Remember to
drink when you are thirsty and to be cognizant of
changing conditions during your ride that may impact
your hydration levels.
Bonking, hitting the wall, and a complete breakdown can
result from a combination of dehydration, low glycogen
levels, poor training, gastric problems and other issues.
Pay attention to your fueling strategy both pre-race and
during. Focus on the following: 1) your nutrition while on
the bike should include glucose for rapid caloric absorption and some sucrose or fructose to “feed the brain”; 2)
maintain a steady intake of fuel while riding, shooting for
around 250 calories/hr.; 3) drink when you are thirsty to
avoid dehydration. Drink even if you experiencing GI
problems; and 4) include sodium in your nutrition plan.
Sodium is critical to all body functions, improves glucose absorption and hydration rates, and grows more
important the longer you go.
34
SUMMER 2012
Jennifer Vierling has spent the better part of her
life on a bike, competing (and having her share of
bonks) in such events as Paris-Brest-Paris, the
Midwest RAAM Qualifier, Bicycle Across Missouri, and other endurance events. She and her
husband, Jeff, founded Tailwind Nutrition
(www.tailwindnutrition.com), a company devoted
to solving nutrition problems encountered by endurance athletes.
Bibliography
Coyle, E. F., and J. Gonzalez~Alonso. “Cardiovascular drift during prolonged exercise: New perspectives”. Exercise Sports Scientific Review. 29,
No.2 (2001): 88-92, 2001
Davis JM (1995). "Carbohydrates, branched-chain
amino acids, and endurance: the central fatigue
hypothesis". International Journal of Sports Nutrition 5 (Suppl) (1995): S29–38
http://www.mayoclinic.com, Hypoglycemia.
http://www.medlineplus.com, Hypoglycemia.
http://www.ultrarunning.com, Nutrition Information, Sunny Blende.
Newsholme EA, Blomstrand E. "Tryptophan, 5-hydroxytryptamine and a possible explanation for
central fatigue". Advances in Experimental Medicine and Biology. 384 (1995): 315–20.
35
CERTIFIED RECORDS
Congratulations!
Your record is now officially certified by Ultra Marathon
Cycling Association (UMCA) as follows:
Congratulations!
Ricky Geoghegan, 44, Trim, Ireland
Standard Bike
Ireland: North-South-North
New endpoints:
North: Malin Head viewing area;
the white Start/Finish marker painted on the road at
these coordinates: 55°22’51.50 N - 7° 22’25.52 W
South: Mizen Head visitors center:
at these coordinates: 51°27'6.35"N - 9°48'37.51"W
Gerald Bauer, 32, Hallein, Austria
Standard Bike
Austria, West-East
Using previously established endpoints
July 28-29, 2012
22 Hr 13 Min
442.9 Miles (712.8 KM)
19.94 mph average speed (32.08 km/hr)
Official: Roger Lenherr
North-South:
1 day 3 Hours 24 Minutes (27:24)
388.8 Miles (625.7 KM)
14.19 mph average speed (22.84 Km/h)
This is an excellent ride. This replaces the existing Austria W-E record of 24:57 set by Christoph Strasser in
Aug 2010.
--------------------------------------------------------------------------------
South-North:
1 Day 4 Hours 52 Minutes (28:52)
388.4 Miles384.4 miles (618.7 KM)
13.45 mph average speed13.32 mph ((21.43 km/h)
Congratulations!
North-South-North:
2 Days 7 Hours 37 Minutes (55:37)
773.2 Miles (1244.4 KM)
13.90 mph average speed (22.37 km/h)
Aug 3-5, 2012
Officials: Karol Lynskey, John Kavanagh
--------------------------------------------------------------------------------
Jerry Shafer, 65, Seattle, Washington
Standard Bike
Outdoor Track (Marymoor Velodrome, Redmond, WA)
June 16, 2012
100 Miles
4 Hr 27 Min 57 Sec (4:27:57)
22.39 mph average speed
Officials: Brian Gore, Trevor Hall, Mick Walsh, Jeff
Brain, Gloria Brain
Note: This record replaces the 100 Mile record of
4:45:40 set by Gerry Eddlemon on Sep 29, 2007.
Shafer's record is nearly half an hour faster! Great ride!
--------------------------------------------------------------------------------
36
SUMMER 2012
Congratulations!
Congratulations!
Christian Krause, 46, Hoersholm, DENMARK
Standard Bike
Denmark, South-North
July 9, 2012
11Hr 41 Min
236.6 Miles (380.7 KM)
20.19 mph (32.49 km/hr) average speed
Official: Stig Mondahl
John Harthoorn, 61, Watkins, Iowa
Unfaired Recumbent
Missouri
West-East
June 16, 2012
14 Hours 24 Min (14:24)
195.0 Miles
Official: Angela Houston
Note: This replaces the record currently held by Mads
Fabricius (September 5, 2010 with time of 14:30).
Krause broke the previous record by almost three
hours. Great ride!
John Harthoorn says he is already looking for the next
challenge.
--------------------------------------------------------------------------------
-------------------------------------------------------------------------------Congratulations!
Gerry Eddlemon, 67, Knoxville, Tennessee
Standard Bike
Alaska South-North
New endpoints:
South: Mile 0 of Seward Highway (Marker of start of
Iditarod Trail)
North: North end of Dalton Highway (North Slope
Haul Road) at Lake Coleen north of Deadhorse Airport
6 Days 17 Hrs 25 Min
987.4 Miles
June 26-July 3, 2012
Officials: Veronica Beagan, Tom Parker
Congratulations!
Marko Baloh, 45, Ljubljana, Slovenia
Standard Bike
Surveyed road course: Moravske Toplice, Slovenia
100 Mile Road
3 Hr 48 Min 41 Sec (3:48:41)
June 25, 2012
Officials: Mira Gasparic Petrovic, Matjaz Jelovcan
This replaces the record set by Dan McGehee (3:52:49
on March 6, 2011).
Great ride, Marko!
--------------------------------------------------------------------------------
Note: This is another great effort by the "King of the
UMCA Record Book" and by far his longest to date.
Excellent effort in difficult terrain!
--------------------------------------------------------------------------------
37
ULTRAMARATHON CYCLING ASSOCIATION
MEMBERSHIP APPLICATION
38
SUMMER 2012
Product Reviews
LONG DISTANCE COMFORT
The New Rivet Saddle
By Douglas Hoffman
Last spring, on Pac Tour,
I found myself suffering from quite substantial saddle
related discomfort. It seemed that the saddle that had
been fine for long one-day rides was not so fine when
the long rides came on 7 consecutive days. Lon lent
me a saddle to try at the end of day one. I felt better
and at the end of day two I contacted Deb Banks,
founder of Rivet Cycle Works, and ordered my own."
Should be changed to, "Lon lent me a saddle to try. At
the end of day one with the new saddle I felt better. At
the end of day two I contacted Deb Banks, founder of
Rivet Cycle Works, and ordered my own.
My Titanium Pearl arrived before I returned from
Spring Training out west and was promptly mounted on
my primary ride, a Serotta Legend, now 7 years old.
The saddle was comfortable the day I installed it and
has softened slightly since. Break in is not as dramatic
as with the old Brooks Saddles, as the leather is
treated to be both waterproof and soft. I now have
about 3,000 miles on the saddle and it continues to be
one of the most comfortable saddles I have ridden.
I went back to Deb and let her know how happy I
was with the product and suggested this article. She
sent me a couple of saddles for other cyclists to try and
their responses have been very favorable. So let’s talk a
bit about Rivet Cycle Works and their history!
About two years ago after the death of her partner
Tom Milton, owner of Selle An-Atomica, Deb started
making saddles.
As a long distance rider, she had researched and
personally tested saddles for years. So quickly she set
out to build a prototype that took the best features of
many leather saddles, and added other features to
solve the issues that the current crop of saddles face.
She reviewed leather from around the world, but
turned to sourcing the leather from the US. In Taiwan,
she found a master craftsman who is an ex-bike racer
and together they brought the Pearl and Diablo Rivets
into production.
Rivet saddles start out with a blank piece of
leather. It is cut into the one-dimensional shape of the
saddle and then heat and pressure molded into the
form of the saddle. Next it is riveted (hence the name)
to a frame. Suspension saddles have been around forever, but weight has typically been an issue with many
weight conscious riders and racers. This subtracted
weight.
Deb has spent the better part of a year working on
a third saddle, currently in the prototype stage. It loses
extra grams from both the Pearl and Diablo. She expects it will be out by Christmas.
"I want people to ride their bikes. And if a Rivet
helps them ride farther or longer…then I am happy.
When you are focused on managing your pain, you
can't enjoy all that cycling has to offer. I design Rivet
saddles with that in mind. And I firmly believe - if you
have a saddle that works, then stick with it! We are all
unique, and there isn't one perfect saddle. My hope is
that a Rivet is the perfect saddle for you. If it isn't, then
I don't want you riding it."
For me, Rivet Saddles live up to their promise.
39
Non-Profit
US Postage
PAID
Manchester, VT
Permit #3
ULTRAMARATHON CYCLING ASSOCIATION
130 Old Mill Rd. East Arlington, VT 05252
page 5
page 8
page 16
page 18
page 22
ULTRACYCLING
40
the voice of ultramarathon cycling
SUMMER 2012

volume 21-3 (Sep 2012) - UltraMarathon Cycling Association

Transcription

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