459 Pacing Plan

2013 Sub5 Course and Pacing Plan

459 Express

In 2011/2012 we learned that the key to keeping a group intact on the sub5 course will be proper pacing and avoiding any unneeded accelerations. This is particularly important on the back half of the course where there are hills. None of the hills are difficult, but when riding at our limit, it doesn't take much to push one over the limit and off the back of the pack. For 2013 there are less turns, 12, and maintaining speed through the turn and gently re-establishing our pace is needed to keep the group together.

Sub5 Course Lap: Marks Garmin

Overall Pace Plan

The following table highlights the pacing lap by lap. Note exact distances and lap time may change with new 2013 course. These are based on the 2012 course distances.

459 Pace Plan	Lap Time/Speed	Total Time	Total Ave		1st Hour	Back Half
Lap 1 – 33.6 mile	1:36@21.0mph	1:36	21.0		21.5	20.0
Pit Stop	0:04	1:40	20.2
Lap 2 – 33.6 mile	1:38@20.6mph	3:18	20.4		21.0	19.8
Pit Stop	0:03	3:21	20.0
Lap 3 – 32.8 mile	1:38@20.1 mph	4:59	20.07		20.7	19.0

Also note that there are 12 turns and several intersections that we will slow down and/or stop for. Figure losing 15 seconds per turn, that’s 3 minutes lost each lap. So to average 21mph the first hour, our moving pace needs to be 22mph.

The Course

The course is on lightly traveled rural roads. In the past, course workers were at all the turns and intersections. While they may give us the ‘all clear to proceed’, the course workers will not be stopping traffic. We must be vigilant at all intersections. In years past, my group had to stop at least once for traffic in the 100 miles.

The course isn’t particularly hilly, however it drops 200 feet in the first 21 miles, and gains it back in the last 13 miles. (Note that the first 2 laps are 33.6 miles and the finish is short of a complete lap at 32.8 miles). The basic strategy is to make time on the downhill section and carefully pace up the back half the course. Most of the elevation drop is in the first 3 miles, and then then next 18 miles are flat to gently downhill. Expect a cruising speed of 22mph. The back half of the course gradually gains the elevation back, with one 'sleeper' hill on Harmony road. And the only major climb, Big Timber. Roughly, each lap we hope to average 21mph in the first (downhill) hour, and then average 20mph on the uphill section. Harmony road needs to be taken at 18mph, and Big Timber at 15-17 mph.

Harmony is a sleeper because it looks flat, but it goes up in an annoying way. This requires an 18-19 mph pace to keep the group together. I’ve seen it over and over again where the lead riders go too hard and separate the group. Next, we turn onto Hampshire road which has fresh pavement, is exposed (no trees/houses) and rolls up and down. The last uphill has a steep kicker (3-4% or so) just as it hits the crest at Higgins Road. We should crest (Higgins Hump)  at 13 mph. Then take a collective deep breath and some water on the short downhill lead to left turn unto Big Timber road.

Finally, the 3nd significant climb is Big Timber road. At first there is a downhill section to gain speed, but then it's a long uphill to finish the lap. We have 1.5 miles of up... with the steepest section at the top. Basically, this is a longer version of the DG Warrenville hill road. On Big Timber we need to pace mostly 16-17mph and scrub speed to 12-13mph on the last, steeper section. Once we conquer Big Timber, it's a mile (with an annoying rise) to the pit stop. On the last lap, the finish is at the crest right at the Big Timber/Gast intersection.

Ride Plan

The course will be ridden using both single and double pace lines. To minimize time in the turns, we’ll double up on sections where there are several turns in a short distance. We will ride single file to maximize group efficiency and to allow riders to self-regulate their pull times.  In addition, certain areas on the course will be 459 Express designated feed zones. See the map “459 Express Ride Plan” at the end of this document for where we intend to ride single, double, and feed.

Efficiency

Effective drafting is paramount to saving energy and making our goal. Roughly, with no wind/hills, a 200lb rider needs 240watts to ride 22 mph. The same rider drafting needs only 170watts. The more riders drafting and less riders ‘in the air’, the less energy the group as a whole needs.

We will use a combination of these techniques. We’ll use single paceline for long straights allowing riders to select how long he/she pulls. We’ll use double lines when there are turns and hills to keep the group tight. See “459 Express Ride Plan” map diagram at the end of this document.

Single Paceline

A single paceline has only one rider ‘in the wind’, except when the lead rider pulls off and drifts back then there are 2 in the wind.

Pros – most efficient with long pulls (keeping only one rider in the wind), stronger riders can take longer pulls and riders in difficulty can take short pulls.

Cons – cross winds will cause echelon to exceed lane width and results in multiple riders ‘in the wind’, long line makes it hard to communicate front to back to front, long line makes turns slower waiting for tail to complete turn before re-establishing normal pacing.

Double Rotating

We’ve been practicing this quite a bit this summer.,. partly because it’s fun, but  mainly because we needed to improve our technique.

Pros – great team effort/camaraderie, shorter tail helps in turns, communication possible in short bursts

Cons – requires high level of concentration, regular accelerations needed, limited time to drink/refuel, requires entire group to be matched in strength.

Double Pull Off

aka – thread the needle. Two lines with the front riders pulling off together towards each edge of the lane and the main group passes in between them.

Pros – people can self-regulate length of pulls, shorter  tail helps communication and turns.

Cons – can be tricky when an echelon forms in a cross wind, two riders in the wind (but if they ride close it’s more efficient than 2 lines far apart), rider pairs need to somewhat matched in strength

Turns

Each turn we slow down and speed up. Based on the garmin stats, on a normal turn we’ll go from 22 mph down to 16-18 mph, and then accelerate back to 22mph. This wastes 15-20 seconds per turn compared to straight 22mph. Also, each acceleration is roughly equivalent to a 0.2mile hill at 0.5%. That doesn’t seem like much, but with 12 turns per lap, that’s a ‘hidden’ 7 mile hill at 0.5%. It’s important to safely execute each turn without slowing down too much.

If you are on the front approaching a turn call out ‘hold your line’ and stop the pace line rotation. Before the turn, gently move to the left side of the lane for a right turn, and move to right side of the lane for a left turn. Maintain speed and coast into the turn. Note that in most cases, simply  turning and leaning your bike will slow your speed down for the turn. As you straighten up note your speed and (if you can safely) glance back to see any obvious gaps in the line behind.

To keep the group together it is CRITICALLY important that the lead riders do not accelerate until the ENTIRE group is through the turn. If you are on the lead during a turn, maintain whatever your minimum turn speed was until the last rider exits the turn.  E.g. if you come out of the turn at 17mph (everybody else will go at least that slow), then maintain 17mph until you hear the ‘all aboard’ signal. Then gradually begin accelerating to normal pace and restart the needed rotation for the new situation.  If you are on the tail of the group, call up ‘all aboard’ as soon as the tail has completed the turn.

Feed Zones

We will be burning major calories for just under 5 hours, roughly 700-1000 calories/hour depending on the individual. We need to eat, and more than just at the pit stop. Better yet, we can eat while moving, so we’ll restock food pockets while stopped, and eat while moving. Here are the designated 459 Express feed zones. These are when we are going downhill and can coast or soft pedal maintaining 20+ mph and concentrate on eating some calories. Whoever is on the front in our feed zones needs to establish 20mph and then soft pedal or coast. We need to relax our spacing and give each other some wiggle room while we dig in our pockets for food. Some of the energy bars are hard to unwrap and you may consider pre-opening them before the ride. Here are the 459 Express “Feed Zones”:

1.       Kelly road between Ketchum and Widmayer road. This is the first downhill of each lap, right after the pit stop.

2.      A short feed zone after we make the left on Harmony road (coasting the down I90 overpass hill)

In both previous sub5 events I haven’t consumed enough calories. This year I plan on 3 clif bars (300cal each), and 3 Gus (100cal each) each lap. That’s 1200 calories per lap and I may still run a negative calorie deficit. At the start, I will stock my three jersey pockets each with a lap supply of food. I will make sure to empty another pocket by the end of each lap. With this technique all I need at the pit stop is water and could comfortably do the pit stops under 2 minutes each.

Pit Stops

This is not a rest stop, but a pit stop. We’ll replenish food pockets, water bottles, chug some fluids, possibly visit the porta-john, and get moving again. We’ll eat and drink the new supplies on the Kelly road downhill… while we are moving 20-25mph. Last year, our group stopped for 3:45 and 2:30 for the two pit stops. Keep in mind, the less we are stopped, the slower the ride pace will be. I want us to be under 4 and 3 minutes respectively for the two stops.  Just those 7 stopped minutes increases our needed moving ride pace from 20 to 20.5 mph.

The quickest pit stops are to simply have your cooler with full water bottles. Just switch them out. I chug on a gallon of water to top myself off as well. Although I carry with me enough GUs and bars for the whole ride, I also have some additional snacks in the cooler to grab in case I have a craving for something.

Hills

The following chart shows the major hills, and the pace equivalents of a 200lb rider producing 240watts not drafting. This gives an idea of an effort equivalent to a 22mph flat cruising speed. I created a Computrainer course for the sub5 lap and found that holding a 240watt average (no drafting) produces the 1:37ish (20.8 mph) goal lap time. The chart gives us a goal pace for the hills shown below. We will need to adjust based on tail/head winds.

200 lbs at 240 watts	Overall Climb	Overall Pace	Kicker	Cresting Pace
Flat windless road	0%	22.4 mph
Beck Road removed 2013	1.2 at 1.3%	17.7 mph	1.6%	15.5mph
Harmony Hill removed 2013	0.8 at 1.6%	16.7 mph	3%	12.7 mph
Harmony Road	0.8 at 1.0%	18.7 mph	NA
Higgins Hump	0.3 at 2.3%	-	2.3%	14.5 mph
Big Timber Road	1.2 @ 1.7%	16.3 mph	3%	12.7 mph

Communication

All aboard – tail calls this when group is back together after a turn, hill or other disruption

Easy or Soft pedal – anyone calls this when one or more riders is either separated or in difficulty ie.

down/up 1 or ½ cog – decrease/increase the equivalent of shifting one or a half cog.

One line (one finger)– single pace line

Two/double line (two fingers) – double rotating line

Thread the needle (four fingers) – double pull off line