Battered at the Bowl! - MK Bowl Spring Circuit Series Race 2

Saturday saw the second race in the Spring Series at the MK Bowl, hosted by Team Corley Cycles. It was my first race of the season, and the designated LBRCC takeover. With an unprecedented number of the club taking part, and loving, racing cyclocross over the winter, people were keen to try road racing, but a little hesitant. I decided the best way to get everyone racing and feeling comfortable was to get everyone racing on the same day. That way, there would be plenty of support, and should a few get dropped, there would be teammates on hand.

The date was set for the LBRCC takeover, and the day arrived. In the 4th Cat race, six people were entered, one dropped out (mentioning no names, but rhymes with Even Hand...), and the solitary figure of myself in the 2/3rd cat race.

4th Cat Race

 

Flickr: AshleyJohnLewis

A monster field of 80 riders lined up, the five Team Green providing the biggest turn out. Lining up were experienced riders Neil Green, Neil Challis and Gareth Kennedy, second racer Miles walker, and debutant, star cyclocross rider Ross Gallacher.

After a brief talk from the commissaire, the race was off, with two neutralised laps behind a pace car. Nerves showed through a little, with three of the five LBRCC'ers lurking near the back as the bunch came round. The car pulled away and the race was off!

Flickr: AshleyJohnLewis

The pace was furious from the start, providing a baptism of fire for the team this early in the season. After the first lap, many riders including Miles, Ross and Gareth were off the back, stung by the initial pace. The two Neils stayed in the bunch, using experience to their advantage, with Neil C in a great position about 10 places back. Unfortunately Gareth had to pull out, an underlying cough providing unwelcome breathing issues.

The race carried on with the pace unrelenting. Riders continued to drop away from the pack including Neil G, who found himself feeling strong in the second group on the circuit. Unfortunately, Neil C, looking in great form in the lead group, had to pull out around halfway, as did Ross after a valiant solo effort. Neil and Miles carried on, picking up groups along the way, looking a little tired, but strong nonetheless, and both battled on. Both finished, with Neil taking the LBRCC honours, with Miles second. Strong rides from both overall!

Flickr: James V Barlow

As the race came to it's conclusion, the strong riders came to the fore, with Team Corley and Matrix riders looking strong. The pace ramped up as the bell sounded for the final lap, and as the riders rounded the final corner, a two up sprint ensued, between Team Corley and Bicester Millenium riders. The sprint came down to the final centimetres, with the BMCC rider taking it on the line, to the disappointment of the host club.

Post race, LBRCC regrouped, weary, but in high spirits. Everyone enjoyed the race, a baptism of fire for the new riders, but great experience,

2nd/3rd Cat

 

Flickr: AshleyJohnLewis

Another full field lines up for the 2/3 race, including a number of last years 1st cat riders who fell just short of the 100 points required to stay there, meaning a fierce race was always on the cards. Add into the mix Hannah Barnes, pro rider for the United Healthcare pro Team in the USA, and it was bound to be tricky. I was the only LBRCC rider in this race, and after much debate about participation at this stage of the year (mid squash season), I lined up with much trepidation. The omens were not good from that start, where I found myself way back in the bunch on the start line.

After a commissaire briefing and two neutralised paced laps, the race was off with absolutely astounding ferocity. Reports are that up the hill coming out of the last corner, riders were hitting 600 - 800watts! My positioning hadn't got any better, and I was playing catch up with a full out sprint before the first lap was up. This was an ongoing issue, as the number of strong and more experienced riders didn't allow for moving up the bunch easily. The whiplash effect of the top riders at the front meant I had to pull out 3 huge sprints per lap, which although I felt good, I knew were unsustainable.

Flickr: AshleyJohnLewis

The exposed part of the larger surface had a strong headwind, and about 6 laps in, I found myself near the back of the bunch through it. As a result, we became completely strung out upon entering the  inner circuit and the climb. A cruel kick by someone at the front exacerbated this, and a number of us lost contact. Despite a lung busting effort, I couldn't quite make up the last 20 metres, which over the next solo lap extended to about 150m, a crevasse in this sort of race.

However, anyone that knows me in the squash world will know that I don't give up until I break, a Moussa inspired 'Heart of a Lion!!!' approach. I decided it was all or nothing, and despite the hummingbird like heart rate and pumped legs, I kicked it up a notch and set in pursuit. I made the most of an empty circuit, hammering the corners, and making ground every turn. I knew I had to make contact with the bunch in the exposed area, which I did on the turn before. The climb was incredibly unpleasant, but I held on.

It was always going to be a struggle from then onwards. Despite my excellent anaerobic capacity, developed from years of squash, there is always a limit. I reached this 2 laps later, after struggling to move up to a better position in the bunch, an acceleration on the climb proved to be my undoing, along with several others. I did a few solo laps, getting some practise in, and satisfyingly catching a few people in the meantime!

Overall, I'm not really too disappointed. There's a massive, massive gap between this race and the usual 3/4 race at the bowl. I'm sure this was exacerbated by the former 1st Cat riders looking for easy early season points in a bid for promotion. There is simply no room for error in this race, the accelerations out of the corners are unsustainable at the back of the bunch, you really need to be in the top 20, gaining the most benefit, especially in the exposed section. I was pleased with my fitness considering a lack of riding, and my cornering skills gained last season have remained/come back quickly. I simply need to learn how to hold my position in the bunch, as it's necessary at this level, whereas at 4th cat I could get away with it. The only way to get better is practise, and happily, there is a whole season ahead for that!

Review - 'Faster: The Obsession, Science and Luck Behind the World’s Fastest Cyclists' - Michael Hutchinson

As soon as I heard about multiple National Time Trial champion Michael Hutchinson's new book, I was eager to get a hold of it. I am a huge fan of his columns in Cycling Weekly, and of cycling science, so the two together were a highly appetising concept. I planned to save Faster... to read on holiday over Easter, but I read the first few pages and ended up devouring it in a single afternoon.

The overall aim of the book is, as the title suggests, to examine all of the factors behind the speed and success of the world's best cyclists. It is not written as a training manual, such as The Obree Way, but the investigative side is interlaced with Hutchinson's (highly successful) personal story.

For example, we are told about his personal history with Team GB (which I'll speak more of later) and his brush with professionalism. I think the 'obsession' part is mostly contained within this section, at least personally, disclosing that he has slept in an altitude tent for the past 10 years!

Hutchinson reels off his personal stats, which are for want of a better word - superhuman. Although he still manages to apply his characteristic self depreciating humour, stating that despite this, he still manages to be inefficient, both physiologically and due to his un-aerodynamic huge calves! These enable comparisons between himself, as a rider on the cusp of professional riding, professionals such as Alex Dowsett, and ourselves. Hutchinson's recovery rides are above 200 watts, a figure I'm quite happy to achieve for any non-race ride!

Much of the book focuses on British Cycling/Team GB and their phenomenal success over the past 8-10 years or so. Hutchinson gets unprecedented access to the British Cycling system, the science and the techniques behind their success, presumably due to his close connections and history with the establishment. This comes to a head when he finds himself in an unwelcome situation during product testing, stating the 'No Admittance' signs were directed at absolutely everybody!

One of the key things that comes across is the attention to detail, and willingness to research every little thing. This took place in the 'secret squirrel club' under the watchful eye of Chris Boardman, a pioneer of aerodynamics in cycling whilst riding and since retirement. A fine example of this comes with highly developed skinsuits, to which Boardman's wife casually remarked, 'but have you tried them wet?!' to deal with inevitable sweaty riders. On the subject of skinsuits, Hutchinson recounts a tale of riding naked round a velodrome in order to determine if bare skin was faster! It wasn't, thankfully.

The riders are also obviously a prevalent area of investment for British Cycling, both in terms of selection and training. Specificity is the key in both of these, with a rigorous selection process for the team, tailored to each event. For example, there was a definitive time of 4:30 for a 4km time trial, with no exceptions no matter how close. The selection of riders went even further than this. For example, Bradley Wiggins was apparently slower than other riders for the team pursuit, yet he was able to put in a longer effort, allowing the quicker riders to recover more.

Once selected, the riders were given specific training plans, focusing predominantly on their weaknesses, with a low percentage of work on their strengths. For example, Rebecca Romero, former Olympic rower, had endurance but not so much speed. Therefore, she was given a training plan of riding on rollers with a low resistance in order to increase leg speed.

Throughout Faster..., it becomes evident that whilst the science is a huge factor in their success, the overall system clearly pays dividends. For example, Team Sky take the riders favourite pillows to the hotel each night during a stage race, and Team GB riders live in the same house behind the velodrome rather than having to travel to train, and enabling them to recover, beating the monotony of rest days together. Soft drinks are also banned, in order to encourage riders to hydrate with meaningful liquids, i.e. protein shakes or fruit juice.

Attention to detail - the now legendary marginal gains policy - is obviously the key in all areas of business.

The style in which Hutchinson writes 'Faster: The Obsession, Science and Luck Behind the World's Fastest Cyclists' is also a huge contributor to my enjoyment of it. His characteristic self depreciating humour comes across constantly, sure to be a hit with fans of his column. I also think the level of detail he goes into is just right. Despite obviously having reams of information from his research, Hutchinson keeps it at a level that will entice both cycling fanatics looking for an edge, and others that have witnessed British cycling's meteoric success, and are curious to find out about it.

I wholeheartedly recommend this book, to cyclists and non-cyclists alike.
Review: 'Faster: The Obsession, Science and Luck Behind the World’s Fastest Cyclists' - Michael Hutchinson
Review: 'Faster: The Obsession, Science and Luck Behind the World’s Fastest Cyclists' - Michael Hutchinson
Review: 'Faster: The Obsession, Science and Luck Behind the World’s Fastest Cyclists' - Michael Hutchinson
Review: 'Faster: The Obsession, Science and Luck Behind the World’s Fastest Cyclists' - Michael Hutchinson
Review: 'Faster: The Obsession, Science and Luck Behind the World’s Fastest Cyclists' - Michael Hutchinson

Cragg Vale: Review/Tour de France Preview

With the Tour de France visiting Yorkshire (and Rochdale I hasten to add) in less than 100 days, many events are taking place to celebrate is. It's fantastic to see people riding the wave of hysteria (in cycling circles at least!), with activities ranging from Bernard Hinault taking a ride around a couple of weeks ago, yellow bikes hanging from pubs welcoming cyclists, to one of the more abstract ideas: pulling a grand piano up a mountain. Not just any climb, the longest continuous climb in England, Cragg Vale. Click here for the news video from the BBC. Cragg Vale is a climb I know well, so I thought a review/preview hybrid was in order.

The Climb

Welcome to Cragg Vale!

With an elevation gain just shy of 300m over it's 8km distance,  Cragg Vale has an average gradient of roughly 4%. Don't be fooled, there are 1 or 2 steeper sections, 7% possibly, but also gentle ramps for starter and dessert. The route starts just outside Mytholmroyd (which I can't wait for Sean Kelly to try and pronounce during the Tour!), whereby riders are greeted with a sign proclaiming the longest continuous gradient, and the first road marking...8.6km to go, with markings counting down each kilometre from there forth.

From here, the road curves between rows of terraces, betraying the industrial heritage of Caldervale, or the Calder Valley. These soon give out, replaced with sheep, before a slight left signals an increase in gradient, as it meanders through an escort of trees. This carries on, hugging the curves of the valley, with stones houses and smallholdings peppering the steep sides, with plenty to catch the eye, including the terrifying fellow below!

I wouldn't hedge my bets against this guy...!

The steady gradient continues for the next couple of km, with brief straights punctuated with the valley's subtle sweeping corners. Houses start to appear as you reach the village of Cragg Vale, with a long straight followed by an exposed left corner signalling a slight increase in gradient. This continues past Cragg Vale School and the Robin Hood Inn, which has had one of the yellow bikes synonymous with the Grand Depart hanging from its walls for what seems like years!

A final row of terraces and a right corner signify the end of the village, and the emergence of the road from sheltered valley to the barren and exposed top. Emerging out of the valley tunnel, the village has a potentially double barrel way of discouraging an exit. A short, sharp kick in gradient rounds a right hand corner, into what can be a demoralising headwind, or an inspirational tailwind.

The final 3 or 4km climb gradually over an empty land of heather and peat bog, which is somehow a desolate beauty, best seen with ones heart pumping at 180bpm! This section can be punishing, with winds unhindered by any natural windbreak reducing even the most seasoned riders to a near standstill. In fact my last trip up in January came with 84mph gusts, which nearly sent us back downhill! Side winds can also be tricky, again with nothing to provide shelter, but a tailwind can really send you flying to the end. This is signaled by both the final marking on the road and the appearance of the reservoir, at which point the riders will turn left, down towards Ripponden, which is a straightforward descent.

84mph gusts of wind with hail stones can make for a miserable finish!

The road surface is pretty good the whole way up the climb, with any potholes being sorted last summer. These have been done rather well in preparation, with proper tarmac patches, rather than useless filling of the hole, which usually lasts about a week. One slight concern is at the very end of the climb, by the reservoir, where the road has started to resemble a ploughed field due to the foundations being washed away by regular flooding. The council may well fix this prior to the day, although it would make for an interesting KOM sprint! Come to think about it, this is in the half a kilometre or so where the race passes out of Yorkshire into Rochdale...the different council in charge may have affected this. I hope they sort it, what an embarrassment for Rochdale if a crash occurred!

Where to Watch

With 8.6km to choose from, there a plenty of options for those wanting to observe the Tour on Cragg Vale. In terms of where the action may be, the steeper sections bookending the village itself may provide a springboard for attack, however, being quite early in the stage this may be unlikely. Of these, a tailwind on the tops could provide a great opportunity for a lone rider if they timed the attack just prior. Other than this, there will likely be a decent sprint at the top for KOM points if the bunch arrive as a whole. I suspect however, that there may be an early breakaway on this stage.

In terms of best places to stand on Cragg Vale, I would suggest avoiding the very bottom, being almost level, all you will probably see is a blur. Some of the route, especially around the village is quite tight in terms of pavement, with  a drop to the valley, but with wide roads, a big crowd shouldn't cause any problems even for the whole bunch. The atmosphere will be best in the village, with two pubs and imagine other hospitality. Otherwise, the tops will provide an unrestricted view, with the potential KOM sprint, and being flat, I suspect that staff with musettes may be present, using the opportunity for a feed stop. Finally, the 90 degree turn down to Ripponden will slow the riders momentarily for a great view, and the nearby White House pub can provide facilities.

Overall, I think the atmosphere around Cragg Vale will be fantastic! I'm not too sure where I'll be watching from yet, but I think I may go for the end, near the turn. Blackstone Edge climb leads to this point, the other side of Cragg Vale, which as my favourite climb may well feature in another review post soon!

Tour of Flanders 2014 - This is Sparta!

Yesterday was the 2014 Ronde van Vlandeeren, or the Tour of Flanders to you and I. It was the 98th incarnation of the race, and despite the lack of traditional rain and rivers of mud, provided much exciting racing.

The Tour of Flanders is one of the Spring Classics of cycling, and one of the monuments. Long gruelling distances circa 230km are raced over cobbles usually flowing with rivers of mud, delightfully named Belgian Toothpaste, for it's unrivalled ability to find it's way into riders mouths. The slippery nature of these, and the overwhelming narrowness of the roads - think singletrack country lane - mean tactics are key, and staying upright even more so.

This year's race was no exception, with numerous crashes including Britain's Geraint Thomas (SKY), who went down for the third time in as many weeks. However, the most spectacular - and not in a good way - was that of Johan Vansummeren (Garmin-Sharp). About a quarter of the way through the race, the bunch were chasing a breakaway of 11 riders at high speed when they came upon a traffic island. What happened isn't too clear, but Vansummeren ended up hitting the island, on which several spectator's were standing. An older woman, reported to be in intensive care, took the brunt of the impact, falling to the ground firmly. A press release from the organisers states their sympathy and regret for the crash, as does that from team Garmin-Sharp. Vansummeren himself is reported to have suffered facial lacerations and widespread cuts/bruising.

Racing was fierce, with breakaways being chased down until a group of 11 riders escpaed at about 40km, the last of them reeled in with a mere 50km to go. Any potential attacks were swiftly relled in there forth, until that of Belgians Greg Van Avermaet (BMC) and Stijn Vandenbergh (Omega Pharma-Quick-Step) launched an ultimately successful attempt with over 20km to go. With just over 20 seconds advantage, the peloton tried to reel the pair in, but the narrow cobbles seemed to negate the bunch advantage, and despite brutal efforts they struggled to reduce the gap. This surge in pace had the unexpected effect of eliminating 2 of the 3 main contenders bids for victory. Overwhelming favourite Peter Sagan (Cannondale) and Tom Boonen (Omega Pharma-Quick-Step) were seen struggling to hang on to the back of the bunch, putting them out of contention on the tight roads.

On the other hand, this provided the perfect opportunity for the third of the favourites, and two time champion, Fabian Cancellara (Trek Factory Racing). With the two leaders ahead, Cancellara demonstrated his unrivalled tactical mind, and unmatched engine, attacking on the Oude Kwaremont, taking only Sep Vanmarke (Belkin) with him. A punishing pursuit ensued, with a frustrated Cancellara screaming at Vanmarke to work to catch the leading pair, which they did with 10km to go.

With just over half a minute on the bunch, a furious Cancellara powered the quartet forward, with the other reluctant to take turns. As they approached the final few kilometres, a brace of attacks came close to distancing the workhorse Cancellara, but the four came into the final kilometre together. Slowing to nearly a standstill, with 500m to go Cancellara was nestled perfectly at the back of the group, none wanting to lead out the others. At 300m to go, Spartacus wound up, launching an attack, which only the initial escapee Van Avermaet could follow, but to little avail. Cancellara crossed the line elated, a three time champion, joining the legendary ranks including Johan Museeuw and Tom Boonen.

Overall a thoroughly exciting race, and scintillating tactics and power from Spartacus himself, Fabian Cancellara. A well deserved victory.

Bikes on Trains - A guide

A matter of great contention, taking bikes on trains has been written about extensively. Policies seem to vary between train operators, and sometimes even within services depending on the time of day. That's not to mention the discretion of train managers, but I won't get in to that! Therefore, I have compiled a concise reference guide for the major train operators policies, or at least my interpretation of what can sometimes be clear as the proverbial muck. 

I have used several train services to transport my bike, each of which has varied slightly. My general tips are:

• Check and check again whether you have to make a reservation, as some operators will outright refuse, even if empty, if you don't have one.
• Get to the station early so you can assess where on the train you need to stow your bike.
• Travel outside peak times where possible, as bikes are often outright forbidden, or subject to restrictions.
• Take a lock. Even on services storing you bike separately; it will ease your mind.
• It may sound trivial, but be careful walking through stations in cleats, as the floors are often rather slippy!

Virgin Trains

Virgin Trains require a cycle reservation for all cycles, which must be done over the phone, or at a manned station. They have the capacity to carry up to 4 bikes per train, which are kept in a compartment behind the driver. As a result of this, you must contact staff approx. 15 minutes before your train in order for them to let you on, and inform the driver where to let you off. There are no restrictions on peak services, as the bikes are kept in a section of the train closed to passengers.

London Midland

London Midland's cycle policy is more casual, with no reservation needed. Bikes are stored in a designated section of the train, and there is space for 2, or more at the train manager’s discretion on quiet services. I have been told, however, that a wheelchair can use the bike space as well. One final point is that (other than folding) may not be taken on peak time services to London Euston arriving between 07:00 and 09:59, and departing from 16:00 to 18:59, Mondays to Fridays excluding public holidays.

Northern Rail

Northern Rail has a similar policy of 2 bikes per train, with no prior booking needed. Cycle storage space is almost always marked on the outside of the train, so you aren't left puzzled, and usually has a separate compartment with hooks for stability. The policy states that conductors can refuse entry on busy trains, but I have never experienced this, as most trains do have the separate compartments.

First

First Great Western appears to be reasonably bike friendly, with restrictions applying to commuter trains travelling from/to London Paddington. They do however produce a helpful booklet (link below) detailing the correct procedures. Additionally, spaces must be reserved on high speed trains, about which information is provided in the booklet.

http://www.firstgreatwestern.co.uk/~/media/PDF/AboutUs/CyclingPolicy/Cycle-by-train-May-2013-for-Web.ashx

First Transpennine Express

First Transpennine Express has a very informative and friendly cycle policy page, encouraging cycling in general. It provides swathed of information about taking your bike on one of their services, recommending that a reservation is booked 24 hours in advance. There do not appear to be any restrictions regarding peak times, although it does state staff can refuse entry if the train is deemed to be too full.

Southern

Southern Railway's is possible the most negative cycle policy I have come across whilst researching. It starts with stipulating that no bikes may be carried on peak services, which is understandable, but then carries on to detail numerous restrictions on various services and times. Even on the off peak/non restricted services, negativity is in abundance, with the opening line: 'Bike space on board our trains is extremely limited and because cycle reservations are not possible on Southern services we cannot guarantee that space will be available'. I'm not sure I would fancy attempting to take a bike on here!

Southeastern

Southeastern Railway's seems to be fairly neutral with regards to passengers with bikes. Reasonable peak time restriction apply, with bikes 'not permitted on peak time services arriving in London from Monday to Friday between 07.00 and 09.59, and leaving London between 16.00 and 18.59'. However, it does allow bikes at anytime on services travelling away from London. Although it doesn't state on the website, I assume it is a hop on policy, no reservation needed.

South West

South West trains also seem relatively happy to accept bikes, albeit on off peak services. They provide plenty of information regarding restrictions due to arrive at London Waterloo between 0715 and 1000 inclusive, or which leave London Waterloo between 1645 and 1900 inclusive. This is provided based on location, with a cycle restrictions map provided. Additionally, journeys between London Waterloo and Salisbury/Exeter/Bristol must have a cycle reservation booked 24 hours before.

East Coast

East Coast seem quite happy to accept bikes, and whilst it doesn't specify maximum number, the policy states that they are to be stowed in the guards van. There does not appear to be any peak time restrictions, but reserving a space (or 2 for a tandem) is necessary. However, this can (sensibly) be done whilst booking a ticket online, as well as through a manned travel centre.

Cross country

Cross Country's cycle policy also appears to be rather welcoming. It advises customers to make a reservation by phone, as trains contain 2 reservable spaces, and one additional non-reservable space. There don't appear to be any peak time restrictions, although staff can refuse entry, and tandems are not permitted. Presumably this doesn't apply to reserved spaces.

Chiltern Railways

Chiltern Railways permit bikes on all weekend or public holiday services, with a total ban during the times of 07:45 to 10:00 (arriving London Marylebone or Birmingham Moor Street) and 16:30 to 19:30 (Leaving London Marylebone or Birmingham Moor Street). Presumably those travelling against the commuter flow are unrestricted.

First Capital Connect  

First Capital Connect seem to welcome bikes on services with no restrictions. However, there are many restrictions, which would take rather a while to summarise, so I have included the link to the information below! Despite their number, the restrictions do not seem unreasonable, as it is not hard to imagine that these services are suitably busy being London based.

http://www.firstcapitalconnect.co.uk/plan-your-journey/cyclists/cycle-restrictions/

Feel free to send any experiences you've had on trains, if I get a few I'll write a post about them. 

This is intended to be a helpful guide, please contact me if there are any inaccuracies/misinterpretations, and I will correct them.

Review - Bont Riot Road Shoes

After much deliberation, scouring various Internet forums and the like, I decided to invest in some Bont Riot shoes. The main reason for this was the superior spec, such as a full carbon sole, compared to other shoes around my £100 budget. Additionally, the Bont size guide is a lot clearer than other brands, which seem to vary a lot from my research. I would, of course, have preferred to try and buy them in person, however, the several local shops stock only Shimano and Specialized shoes, which upon trying just didn't feel right.

General advice when buying cycling shoes is to go half to a full size up, due to swelling of feet on a warm/long ride. The Bont website helped in this area, with an online 'Size Wizard'. One simply enters the length and width (illustrated guide on the site), and it produces a recommended size, in my case 45. I then set out to find the best price, which being relatively new was £89.99, £10 of the RRP.

Bont Riot shoes, mesmerising monochrome

First impressions of the shoes were good, the carbon sole looked great, and the black and white palette complimented it. The material looked a little plastic, but for the price I wasn't expecting kangaroo leather, sail cloth or any other exotic material found on other road shoes. Fit wise the Size Wizard seemed to have worked it's magic, with a little space for the toe, but not so much as to allow slippage, and ample width for foot expansion. The straps weren't the most secure, but the ratchet stopped any unwelcome forward movement. Immediately I could feel a difference just walking in the shoes, the stiff carbon sole feeling completely different to the nylon one on my 7 year old Decathlon ones.

The plastic ratchet feels a little brittle when tightening

After a couple of minutes in the shoes, I took them off to fit my cleats, at which point I started to notice a few quality issues with the shoes. The ratchet is made of what seemed pretty cheap plastic, bending easily, and it actually took a bit of fiddling to release the strap. I was slightly worried I was going to snap it. On to fitting the cleats, the shoe has lines in order to gauge the fore/aft and sideways positioning of the cleats, an improvement over my previous shoes. After moving the cleats around a little, I noticed the white lines were starting to wear. Not such a good sign if the shoes are going to be in use for a while. I also started to notice other imperfections, such as loose stitching where the sole meets the upper, and on the straps.

Stitching of the upper panels isn't brilliant

Cleat placement guide starting to wear off already

Anyway, on to riding. I've had a couple of rides in the shoes so far, admittedly no more than an hour, but intense riding nonetheless. I find it a little difficult to get the forefoot particularly snug with the Z strap, no matter how tight I pull it. Whilst this is mitigated to some extent by the ratchet strap, the ratchet itself feels so fragile, I am a little hesitant to really put force into tightening it. Another slight niggle is that the straps on the left shoe line up with the Velcro, but those on the right shoe are slightly misaligned. Likewise the ratchet strap come to think about it, though that may be due to foot shape. Overall, I can get them tight enough for sprinting or climbing, but it's not smooth like conventional Velcro straps or a BOA system.

Full carbon sole with arch support, efficient power tranfer

Starting to pedal in the shoes was a strange sensation at first, but this soon fades. What replaces it is a grin, as you can genuinely feel the increase in power transferred to the pedals compared to lesser shoes. I'm really impressed with the feel, they are a marked improvement over their predecessors. The Riot's are well ventilated, which was noticeable during Saturday's surprise 16C temperatures for the MK Bowl race! They claim to have more arch support than other shoes, which is evident by looking at the curvature of the sole. I couldn't feel it hugely when riding, but they do feel a little more dynamic than those with none. If you use a footbed, I would probably recommend still using it, but personal preference will dictate this.

The construction of the shoes is a little different to many, with a 'tub' sole, meaning the carbon fibre extends approx. 10mm into the upper, like an elongated U shape. This makes the shoes feels sturdier, but after riding for a while, there is an evident quality issue once again with the edge of the 'tub' being rough, which I found dug into my little toe/end of the 5th metatarsal. Almost like a stone in the shoe, annoying. Another surprise at this point is the ability to heat mould the shoes to your foot shape but heating for 20mins at 70C in the oven and then wearing them. Whilst I haven't tried this yet, and I'm not sure about the effectiveness/risk, I am tempted to try and rid them of this sharp edge. They can be moulded multiple times, which I suppose makes it less risky. I'll update if I choose to do so.

Reading the above, I may give the impression that the shoes are poor and not worth buying. Conversely, I would in fact recommend these, albeit with certain caveats. If you are used to spending a couple of hundred ponds on high end Shimano, SIDI, Specialized, etc. shoes, then I would hesitate in buying these, as sadly it's not a case of getting the same level of quality for substantially less money. If this does apply to you, it may be worth trying the Bont Vaypor shoes, their higher tier model.

However, if you, like me, are buying your second pair of road shoes, your first 'serious' pair, and/or have a £100 budget, I can wholeheartedly recommend them. There are few, if any, other shoes that deliver a full carbon sole for this price, and for me that provides a measurable upgrade. With regards to the 'flaws', I wouldn't be especially surprised if similar quality issues were found with the majority of sub-£100 shoes. My opinion might change if they start to fall apart, but I'm willing to give the Bont Riot's the benefit of the doubt for now.

Overall, they deliver exactly what they profess, a taste of top end road shoe technology, with necessary limitations to make them accessibly priced for many.

Another great review, especially on the support aspects of  the shoe from a physiotherapist, can be found at www.millsphysio.wordpress.com.
Review - Bont Riot Road Shoes
Review - Bont Riot Road Shoes
Review - Bont Riot Road Shoes
Review - Bont Riot Road Shoes
Review - Bont Riot Road Shoes
Review - Bont Riot Road Shoes

Local Bike Shop Vs. Online Retailer

The general feeling between cyclists is always support you local bike shop (LBS), in fact it is Rule #58. Whether the majority of cyclists actually do this is another matter, but the principle stands. Whilst there are a number of arguments for and against, they can be generally summarised as follows:

 

• LBS - More expensive, but made up for by the customer service and local support.

• Online - Cheaper due to greater buying power, but faceless and lacking in after sale support and customer service.

I have been fortunate in the past week or so to have encountered two instances of fantastic customer service. The first of these was from the LBS, whereby they stripped and cleaned out my freehub on a wheel I bought from the approx. 4 months ago, free of charge. Whilst after 3 months of riding, you wouldn't necessarily expect to need to strip a hub down, they weren't obliged to do it for free. Things like this reinforce my views that paying an extra £250 for the bike compared to online was wise.

The second instance was from an online retailer. I bought a pair of Bont Riot shoes (Review to come) and Shimano 105 Carbon pedals last Monday, only to see a tweet on Friday announcing 10% off pedals and shoes. I sent a tweet (humour intended!) Declaring how heartbroken I was, expecting no more than mild entertainment. However, a reply came that something to ease the pain was in the post to me, and lo and behold, this morning a Ribble bidon and £10 gift voucher appeared! It's things like this that make you sway to a retailer if there's a few pounds between products at a few sites. Competition may be fierce between online and LBS, but it must certainly be even fiercer between online retailers competing for rock bottom prices. 

Whilst I can see why it's frowned upon to buy components online and ask a LBS to fit them, it could be argued that you're still paying them for a service. Maybe for a surcharge compared to if you had bought it from them, but no one will argue with that I would imagine. After all, the internet is never going to be able to strip a freehub or bottom bracket, could this be the main role of the future LBS? The debate goes on, and I'm sure it will for a long time yet.

The online retailer was Ribble Cycles, which I highly recommend, both because of this, a wide range of products and legendary bikes, and also next day delivery from £3.99, because we're all impatient for new goodies!

The local bike shop was Roy Pink Cycles in Newport Pagnell, whom I genuinely can't recommend enough. From help choosing a bike to fitting it, and a free initial service, to fixing the above wheel and replacing crap OEM tyres for free with brilliant Conti GP4000s. Oh, and last but not least, good coffee!

60 minutes of suffering...Hemel Hempstead CC Hilly 21.5 mile Time Trial

Yesterday (Sunday 23rd March) was my second time trial, Hemel Hempstead CC's Sid Latchford Memorial, a tough hilly 25 mile course up Bison Hill, over the Dunstable Downs and up Ivinghoe Beacon. It was also my first in LBRCC colours, as the kit had conveniently arrived last week.

My preparation for the race hadn't been too great, my one ride in the month before, a recon of the course, ending in abandonment due to ongoing knee issues. Added to this was a 2 hour squash training session Saturday and a late night after a meal out with friends! If that wasn't enough, as a result I then woke up late, ate breakfast too close to the race and didn't have time to set my new cleats and shoes up properly. If ever there was to be a manual of how NOT to prepare for a race, I think I would have ticked all the boxes! 'Fail to prepare, prepare to fail!' comes to mind!

Anyway, despite this I made it to the start with about an hour to go, and got ready to warm up. All of a sudden, the brisk but sunny weather turned, huge globules of freezing rain coming down! Ten minutes of shivering pedal spinning later, I gave up, deciding that being warm took precedent today! Soon it was time to set off, which I did a little more confidently this time with the standing start.

The bottom of Bison Hill...Short lived smile!

The first 5km or so entailed a steady incline, maybe 1-2%max, which I was careful not to overcook after last time's overenthusiastic start. I made it about 4km up before being passed, but I wasn't too bothered, with TT bikes having a massive advantage on this stretch, especially with a fair headwind. A right turn at a roundabout and an ever increasing gradient led to a sharp right and the first climb of the day: Bison Hill, an eye watering climb touching 17% gradient in places! I'd reconned the climb last week, and thought it was tough but manageable, however, on the day I felt empty at the bottom, and really struggled up. I decided rather than blow out trying to push, I should spin it up and conserve energy for the several remaining climbs. A cowbell and cheering crowds spurred me on towards the top, no doubt finding my gurning entertaining, and a decent past Whipsnade Zoo followed.

The top...I'd quit cycling 3 times by now!

Going up here the thought of quitting cycling crossed my mind several times! A cross between no warm up and late breakfast were a bad combo, with muesli threatening to make a reappearance several times...(sorry!). As it turned out, despite the horrific feelings, I actually did the climb only 10 seconds or so slower than recon, so I must have done the first bit a little too quickly I imagine.

Anyway...There was a short gentle climb up from Whipsnade up onto the Dunstable Downs, where a tremendous headwind greeted us. Great for the hundreds of people with kites, not so much for a suffering TT'er! It was a head down and drive moment with a slight recovery down a steep gradient into Dunstable. From here there was essentially a valley, a few miles downhill and the same up the other side, with the pleasant (!) addition of a headwind. I was passed a couple of times on the downhill, once again the advantage of TT bikes was evident, but it turned out both ended up in the top 5 overall, so not too disheartening!

The uphill led to the second main climb of the day, Ivinghoe beacon, so with the wind, I held back a little, saving energy. Ivinghoe Beacon is a couple of km long with a fair gradient of 5% or so, which I really enjoyed on my recon. Feeling a little more energised, and safe in the knowledge it was downhill from there, I went for it, catching someone in the process. The last section was tricky, being a little steeper, but overall pretty good. Jenny was waiting at the top, fortunately missing a photo opportunity as I gasped 'It's not a good day at the office today!'.

From there onwards the course was mainly downhill, first a smooth downhill which I mostly used to recover, and then a sharp left turn leading to a steep couple of km over very rough tarmac to the first and last roundabout. A right turn opened up the final stretch downhill back to the finish, which I managed full gas, crossing the line (which was earlier than expected!) in 1:04.50. I would have liked to beat the hour, but given the preparation and how bad I felt, beating 1:05 wasn't too disappointing. I definitely think I could get sub 1 hour, which may seem optimistic, but all things considered, especially the fact I haven't been able to train for 6 weeks, I think it is easily within reach.

At the finish I stocked up on coffee and cake, and bumped into fellow rider Tom, who was somewhere between pleased and heartbroken with his time of 1:00.03! A fantastic ride, but so close to that magical marker! However, after we deduced that sprinting to make up that 3 seconds would almost certainly have lead to a catastrophic death (long story induced by post TT delusion!), he seemed more happy! It was good to meet a fellow team member, as I haven't really had the chance to meet so many yet, having pretty much joined the club and got injured on the same day!

The winning time was a blistering 50.03 by Micheal Broadwith (Arctic Tacx), and we hung around for the presentations. Overall, great organisation by Sam Williamson of Hemel CC, and all of marshalls, photographers, coffee makers and everyone else! Especially for the first time the event has been run.

From this race I have learned many, many, MANY things:

• Don't have a 2 hour squash training session the day before
• Don't go for a meal and get back at 1am
•  If you do go for a meal and get back at 1am, don't wake up and eat breakfats late, it will come back (literally and metaphorically!) to haunt you!
• Don't set new cleats up on the day
• Don't use new shoes on the day
• Don't use new pedals which are completely different for the first time
• Warm up!

As for my next plans, I really need to sort this knee out. I'm going to get some proper physio , fortunately LBRCC is sponsored by The Brecon Clinic, so I'll try there, and stay off the bike for a few weeks. Fortunately the weather should only get better, so a few weeks now is worth it to be ok for summer. It's a shame I haven't been able to race the MK Bowl circuit, but there will be plenty of opportunity over summer. There's a few weeks of the squash season left, so I'll focus on that rather than the bike, and combined with a week of reltive rest/warm weather training in Cyprus, hopefully my knee can recover!

Epilogue

It was kind of disheartening at first being 15mins behind the winner, but as I was packing away the bike a thought occured to me. This is what the top guys train for all year round, most days. If I look at my level at squash, which I generally spend a couple of hours, 6+ days a week doing, then it's definitely comparable. I can beat full time professionals, some in the world top 200 or so, which when you think of pro riders speeds on TT's, these guys wouldn't be near. I know there's a lot more pro cyclists than squash players, but the performances must be close. A little nugget of positivity to top the day!

First Time Trial – Rossendale Hilly 11 Bolton-by-Bowland

Last Saturday was my first race, a hilly time trial on the outskirts of the Forest of Bowland. Despite being well and truly in the North, the weather was nothing short of majestic, with base layers being removed left right and centre. As it was my first race, I set out to arrive about and hour before the start, hoping to drive at least part of the course. However, when I got there it was already starting to get busy, and the lanes were even narrower than they had looked when i street-viewed the course on google maps, so I gave it a miss.

By the time I’d collected my number and set the bike up, I had about 40 minutes, time to warm up! Many people were on turbo trainers, which had crossed my mind when packing to drive up North, but space was an issue, and I didn’t know if it would look odd, evidently not! That said, there were a fair few people riding around the local lanes to warm up, which I joined in with. I didn’t want to risk missing my starting spot, so I probably only did 20 mins warm up, some high cadence stuff to get rid of 240 miles of driving, then some general riding with some sprints. Not ideal, but I was feeling pretty good.

I bumped into  friend on the starting line, and after a quick chat 2.25pm was upon us and it was time to start! The sensation of someone holding you up on the bike was odd at first, I had visions of falling, but a firm push of prevented that, and off I went. I knew the course went up for a few km from the off, but there was a steepish kick for a few hundred metres which I hadn’t anticipated, and I hit it a little hard for the beginning, gasping for air as it evened out a little. It wasn’t too bad though, and half a minute later I was fine. Not dissimilar from a tough first rally in a squash match, so nothing I couldn’t handle! I digress.

No TT bike or aero bars, but the race wheels felt great!

The next couple of km went gently uphill at 2% or so, and as I neared the crest I saw my minute-man! Visions of finishing last vanished and I burst forward to catch him. Potentially unwise, but with a downhill section to follow I think it worked out ok. As I had’nt had chance to set the clip-on aero bars up, I got down low on the hoods, using scientific reasoning that the drops widen the frontal area – plus I find I can generate more power. As the first corner loomed, unbelievably I saw my 2 minute man ahead, although this time I resisted sprinting to catch up, and a hilly section followed. It was also at this point I got overtaken, although as we hit the climb I was matching pace, a demonstration of how effective TT bikes are on the flat/downhill.

I caught my 2 minute man on the crest of the last main hill, approx halfway round the course. I put a bit more effort into this climb than I maybe should, but a sharp hairpin requiring slow speed provided respite. The downhill second half of the course proved a little more undulating than I expected, but I think that suited me, using my preferred out of the saddle position every so often. I felt to be pushing on the limit, and despite expecting to be overtaken again, it never came. I was slightly taken by surprise by a nasty 5/6% kick, which sent me really into the red, but I was able to recover quickly for a sprint finish to the finish, which was several hundred metres away.

Riding back to the village, I was gasping for air, unable to speak as I got back to base! Thus, I think I probably rode it well, on the limit without exceeding it or cracking at any point. I aimed to break 30mins, which I was kind of confident I had. The times were soon up in the village hall, and I found out I had in fact done 29:27, an average speed of 34mph. Not quick in the grand scheme of things, but for a first attempt on a hilly course on a road bike, not too bad I don’t think. I reckon knowing the course I could knock possibly 2 minutes off next time at a push, certainly 1-1.5mins.

The winning time was 25:04, so I was less than 4.30 back. It is estimated that a TT position can save approx. 5 mins over a 25mile TT, so subtract 2 minutes and I was only a couple of minuted off the pace. I’m not saying this would necessarily be guaranteed, but science doesn’t lie! In theory anyway! If nothing else, there were some incredibly expensive bikes there, so cost:time wise I think I did OK!
Overall a thoroughly enjoyable ride, compounded by tea and cake in the village hall afterwards! I’ll definitely be signing up for more soon, with better training and a tactical plan to boot.

Things to take away for next time:
-   Take the turbo to warm up, easier to do and no risk of getting lost/puncturing
-   Drive (or ideally ride!) the course before to get a proper idea of the topography
-   Don’t get over excited when catching people!
-   Spend vast amount of money on a sleek TT steed!