Jul 24 - initial ideas, Aug 25 updatesSub 5 Century
Route
The proposed route uses Mathers Woods Forest Preserve in Plainfield as the staging area and has an 8 mile loop we repeat each lap. 33.6 Mile Mathers w/Loop The idea is to do 3 laps, so we have 2 pit stops to refresh our water bottles.
The course is on lightly traveled rural roads, and avoids highway crossings, and the more traveled roads. However, we must be vigilant at all intersections.
Ride Plan
The course will be ridden using both single and a rotating pace lines. Depending on our final rider count, we may use a rotating pace line early in the ride to prevent a large group from stringing out. However, I predict we mostly will ride single file to maximize group efficiency and to allow riders to self-regulate their pull times. On a smooth, flat road our typical pace needs to be 22mph.
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 (bikecalculator.com). The same rider drafting needs only 170watts or less. 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 the following techniques. We’ll use single pace line for long straights allowing riders to select how long he/she pulls. We may use rotating lines when there are turns or significant cross winds to keep the group tight.
Single line
A single line 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 1-2 minute 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.
Rotating paceline
We’ve practiced this a bit this summer, partly because it’s fun, but mainly because we needed to improve our technique. Note that if there is significant cross wind, the most efficient rotation will have the fast line in the leeward (protected) side, and the slower line in the windward side. If you feel a cross wind on your right shoulder, then it's a clockwise rotation. A cross wind from the left, then use a counter-clockwise rotation.
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.
If you need to feed or take a break in a rotating line, you can always sit off the back. You will still get a good draft. You do need to communicate you are 'out' and when you are back 'in'.
The following video shows me sitting in the back eating. Here it is in action: https://www.youtube.com/watch?v=HB6rX0unjEA I was feeding... and did a marginal job of getting out and back in the line. When I first got out of the line, you can see Mark paused before it registered that I said I was sitting out. (He burned about 1/2 a match getting back on) I should have called out my intentions further in advance. I hung off the far side of the slow line so that no one saw me or thought I was in. When I came back in, I accelerated too soon and confused Baris whether I was 'in' ahead of him or behind him. By the time we got it sorted out, he burned a whole match getting back in line. That was not good for the team. It takes practice.
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’ 2 mile hill at 0.5% EACH lap. 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 sweep through the turn. Note that in most cases, simply turning and leaning your bike will slow your speed sufficient 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 very 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. If you are on the front and don't hear the 'all aboard', you can ask the question 'all on?'. No or all aboard will be the response.
Pit Stops
This is not a rest stop, but a pit stop. We’ll replenish food pockets, water bottles, chug some fluids, possibly use the 'invisible' porta-john, and get moving again. We’ll eat and drink the new supplies on the Walker road downhill after Ridge road… while we are moving 20-25mph. 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. Past attempts teams have averaged 3:30, 2:30 for the pit stops.
Communication
All on? - anyone calls this question out to determine if everyone is in the group
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
down/up 1 or ½ cog – decrease/increase pace the equivalent of shifting one or a half cog.
One line (one finger)– single pace line
rotating pace line (one finger rotated in direction of rotation) – rotating line
The course is on lightly traveled rural roads, and avoids highway crossings, and the more traveled roads. However, we must be vigilant at all intersections.
There can a lot of gravel on some of the turns. I plan on having the turns swept before the sub5 ride. Also, we may have some volunteers that possibly will wave us through a stop sign or two if the traffic clear.
Note, there are numerous holes in the Hopkins road bridge ~mile 16 from the start of the lap. Spread out there and pick your own line.
Date
September 27th 6:45AM (sunrise, or when conditions allow)
Rain date: Sept 26th.
Ride Plan
The course will be ridden using both single and a rotating pace lines. Depending on our final rider count, we may use a rotating pace line early in the ride to prevent a large group from stringing out. However, I predict we mostly will ride single file to maximize group efficiency and to allow riders to self-regulate their pull times. On a smooth, flat road our typical pace needs to be 22mph.
Pacing
Lap 1 - 33.6 mile 1:36@21.0
Pit 1 - 0:04
Lap 2 - 33.6 mile 1:38@20.6
Pit 2 - 0:03
Lap 3 - 32.8 mile 1:38@20.1
BOOM - 100 mile 4:59@20.0
Efficiency
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 (bikecalculator.com). The same rider drafting needs only 170watts or less. 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 the following techniques. We’ll use single pace line for long straights allowing riders to select how long he/she pulls. We may use rotating lines when there are turns or significant cross winds to keep the group tight.
Single line
A single line 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 1-2 minute 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.
Rotating paceline
We’ve practiced this a bit this summer, partly because it’s fun, but mainly because we needed to improve our technique. Note that if there is significant cross wind, the most efficient rotation will have the fast line in the leeward (protected) side, and the slower line in the windward side. If you feel a cross wind on your right shoulder, then it's a clockwise rotation. A cross wind from the left, then use a counter-clockwise rotation.
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.
If you need to feed or take a break in a rotating line, you can always sit off the back. You will still get a good draft. You do need to communicate you are 'out' and when you are back 'in'.
The following video shows me sitting in the back eating. Here it is in action: https://www.youtube.com/watch?v=HB6rX0unjEA I was feeding... and did a marginal job of getting out and back in the line. When I first got out of the line, you can see Mark paused before it registered that I said I was sitting out. (He burned about 1/2 a match getting back on) I should have called out my intentions further in advance. I hung off the far side of the slow line so that no one saw me or thought I was in. When I came back in, I accelerated too soon and confused Baris whether I was 'in' ahead of him or behind him. By the time we got it sorted out, he burned a whole match getting back in line. That was not good for the team. It takes practice.
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’ 2 mile hill at 0.5% EACH lap. 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 sweep through the turn. Note that in most cases, simply turning and leaning your bike will slow your speed sufficient 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 very 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. If you are on the front and don't hear the 'all aboard', you can ask the question 'all on?'. No or all aboard will be the response.
Pit Stops
This is not a rest stop, but a pit stop. We’ll replenish food pockets, water bottles, chug some fluids, possibly use the 'invisible' porta-john, and get moving again. We’ll eat and drink the new supplies on the Walker road downhill after Ridge road… while we are moving 20-25mph. 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. Past attempts teams have averaged 3:30, 2:30 for the pit stops.
Plan out what you need in your jersey and cooler. Think “Grab n Go” pit stops. My cooler will have
1. 6 pre-filled bottles (2 for each lap).
2. A gallon of water to chug from during the pit stop.
3. Subway sandwiches, clif bars – just in case I want them
4. Iced tea to chug from – caffeine for the last lap!
My jersey pocket will have 8-10 various gel packs – 2 per lap and extras
Communication
All on? - anyone calls this question out to determine if everyone is in the group
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
down/up 1 or ½ cog – decrease/increase pace the equivalent of shifting one or a half cog.
One line (one finger)– single pace line
rotating pace line (one finger rotated in direction of rotation) – rotating line
Accommodations – In a 100 mile ride there is a good chance several team members will have an issue/rough patch. The team can afford for riders to occasionally sit on the back to rest/regroup/refocus/eat. If you are having trouble ( or think you will have trouble ) pulling through on the front, it’s best (for the whole team) for you to sit out. Better that than disrupting the flow. Let the team know you are “out” of the rotation. When you are feeling better, let the team know you are “in” and ease back into the rotation.
Other situations:
1. Dropped water bottle – forget about it, the group will keep moving, someone will share and/or you’ll wait until the next pit stop.
2. Dropped chain/mechanical – depending on how far ahead of schedule we are, the group may soft pedal, or even slow, but very doubtful the team can afford to stop
3. Flat tire – you are on your own at that point. Fix it, and join up on the next lap if you can.
4. Cramp - depending on how far ahead of schedule we are, the group may soft pedal and see if you can work it out. After it subsides, just hang on the back.
