NinjaTurtle's Racing Diary

Volunteer for the G20 Prologue and Criterium

2009-09-20T15:37:00.003-04:00

I strained my shoulder muscles for being the holder for the prologue of G20 race - I should take it easy when I am still recovering from my bike crash.
I've never been a holder before. I was told to clamp down on the rider's rear wheel with my knees and hold the rider's waist with my hands, and give the rider a push when the count-down ends. I think people usually don't give the rider a push, but it was an uphill start. Also, I think people hold the bike by seat tube or saddle (as shown in the picture).

After sending off a couple of riders, I found out that the most stable position is to squat down so that the inside of my knees are pushing against the top of the rear wheel and hold the waist of the rider just above the iliac crest.

The easiest rider I worked with is a little girl named Angie. She was riding a 20-inch wheel road bike, and weighs probably less than 100 lb, so I hardly had to exert myself to hold the bike and the rider steady.

And I feel it is easier to hold the women racers steady, probably because they have greater waist-to-hip ratio! ;-)

社區自由車賽培養出奧林匹克和世界級選手 - 亞列堅尼自由車協會簡史

2009-08-02T23:45:00.003-04:00

Mike Friedman (現任Garmin-Slipstream職業隊選手)回饋社區- 擔任亞列堅尼夏季繞圈賽系列的動態裁判(照片: Fred Jordan)

我有幸在一次亞列堅尼夏季繞圈賽系列中訪問到亞列堅尼自由車協會 (Allegheny Cycling Association (ACA))的創始者 – Mark Powder先生. 這個訪問的目的是認識亞列堅尼自由車協會的歷史, 以及希望藉由此能提供台灣一些舉辦比賽的資訊

亞列堅尼自由車協會是由一群對自由車的愛好者, 主要是青少年, 在1972年創辦的. Powder先生是第一任會長. [1] 他們的目標是舉辦小而易於加入的自由車比賽於高地公園 (Highland Park) (圖一). 比賽場地的取得並不困難 – 他們只需要一張市政府的許可證. 不過, 市政府附加一個條件 – 場地必須在比賽時亦開放給汽車及行人. 這對於選手是一個重大的危安因素, 所以當一個更安全的場地被尋覓得, 比賽被移到該場地. 新的場地是位在匹茲堡動物園的停車場 (圖二). 該場地在晚間是淨空的. 新的場地的取得亦不太困難, 主要是因為某市政府的成員對於自由車運動的支持.

1970年代, 亞列堅尼自由車協會是匹茲堡週遭唯一註冊於美國自由車聯盟 (United States Cycling Federation (USCF))的自由車社團. 當時自由車社團能註冊於美國自由車聯盟的條件是每年舉辦至少一次比賽, 但是亞列堅尼自由車協會不僅做到此, 甚至在夏季每週都舉辦一個比賽.

1980年代, 由於Greg Lemond贏得數個環法冠軍以及許多美國選手在國際比賽的優秀表現, 更多人被吸引加入自由車運動. 自由車不再只是小孩子的運動, 而協會的主要幹部和理事會員多半被較年長的人取代. 當時, 一些過去參加亞列堅尼自由車協會的比賽的選手大有進展, 例如Tom Chew (Danny Chew [2]的哥哥) 被選入奧林匹克代表隊, 以及Davis Phinney成為第一個於環法賽贏得單站冠軍的美國人.

亞列堅尼自由車協會的比賽在匹茲堡動物園停車場舉辦近20年, 但是在1999年, 動物園管理者決定在停車場加裝柵欄並開放晚間停車場使用. 如此一來, 比賽再也不能於匹茲堡動物園停車場舉辦了. 有一陣子, 比賽被移到附近的高中停車場. 這個選擇並不理想, 因為場地太短, 限制參賽的人數, 並迫使選手做急彎. 幸好, Oscar Swan和Bud Harris發現市政府在計畫將華盛頓大道旁廢棄的汽車駕駛訓練場改建成公園 (圖3), 而在一些協商及透過市政府的支持者的幫忙後, 亞列堅尼自由車協會勸服市政府改蓋一個800公尺的自由車場 (又叫橢圓場或偽自由車場 – 因為它並不符合自由車場標準). 終於, 亞列堅尼自由車協會的比賽有一個永久的家了. 在1990年代, 一個從亞列堅尼自由車協會比賽訓練出來的優秀選手, Mile Friedman, 現在是Garmin-Stripstream職業隊的成員. Mike最近回故鄉度假, 順道參加附近的Fort Cherry公路賽及數個亞列堅尼自由車協會的比賽. Mike的參與讓當地的選手感到十分振奮.

亞列堅尼夏季繞圈賽系列於每年4月到9月間的每個週二和週四於橢圓場舉辦. [3, 4] 週二的比賽開放給男子C級 (USCF 4-5級) 及女子. 週三的比賽開放給男子A級 (USCF 1, 2 ,及 3級) 及B級 (USCF 3-4級).男子C級及女子比賽在比賽開始前都有一個新進選手訓練課程, 由當地教練及有經驗的選手指導. 男子C級及女子比賽一開始有五圈的中立圈, 然後比30圈. 在比賽中, 動態裁判, 由當地教練及有經驗的選手充任, 引導中立圈, 然後會保持在選手後方給予指導及保持比賽的安全.男子A級及B級比40-50圈, 並每個月有一次在同樣場地但不同路線的特別比賽 (P-場地; 圖四). 特別比賽更有挑戰性因為有三個急彎. 有些人認為橢圓場的普通比賽限制選手的發展, 因為所有的彎都是有碗狀的邊, 沒有真的彎道. 我不認為如此. 所有的選手都是從最基本的技巧開始, 而橢圓場讓學習的曲線不那麼陡峭, 因為其彎道都有碗狀的邊. 然而, 我認為對新進選手來說, 只要他們有興趣參加公路賽, 都應該在他們進步到一個程度後嘗試P場地的特別比賽 (C級選手不被允許參加特別比賽因安全考量)

最近我聽說台灣有越來越多新的比賽.以往的比賽是為了政府支持的選手的培育而舉辦, 但這些新的比賽改針對業餘的選手而舉辦, 使得愈來愈多人加入自由車的運動. 往往一場比賽動不動就上千人參加. 然而這些比賽的品質管制並非理想. 最近一個醜聞讓我特別注意. 在2009年7月5日於宜蘭舉辦的比賽中, 主辦者聲稱所有參賽者沿路都會有水及食物的補給, 並有餐盒及終點的交通運送. 然而據主辦者的說法, 他們未預計如此多的完賽者, 導致數百人未獲得任何水和食物的補給, 亦無餐盒, 甚至等待交通等了近10小時.

我所見到的問題, 並不是差勁的組織技巧, 而是試圖做太多. 幾乎所有的比賽都無參賽人數限制, 導致幾乎每場比賽都有上千人參加. 要知參加的人越多, 支援的需求就越多, 而有更多產生差錯的可能. 此外, 幾乎所有的比賽都是爬坡賽, 或是終點在爬坡的結尾, 如此對團隊騎乘的要求就減少許多. [6] 團隊騎乘的技巧是成為一個成功的公路賽選手的最重要能力之一. 在公路賽中, 往往是擁有最多剩餘體力的選手獲勝, 而不是體能最佳的選手. 團隊騎乘的技巧能夠幫助選手達成此一目標, 而另一個好處是它幫助減少摔車的次數.我相信台灣比賽舉辦的趨勢對於公路賽的發展並不理想. 台灣人應該多舉辦小而社區化的繞圈練習賽像亞列堅尼夏季繞圈賽系列, 而不是總是試圖舉辦全國大賽. 小的繞圈練習賽雖然不會有新聞頭條的一席之地, 但是對於培養選手的技巧較大比賽有貢獻的多, 甚至能夠培育出奧林匹克和世界級選手

附註1: 感謝Chris Popovic先生, 現任亞列堅尼自由車協會會長, 及Jack Neyer先生, 現任亞列堅尼自由車協會理事會會員, 給予內容的指正及英文文法的校對.

附註2: 個人並不認為對於宜蘭比賽的主辦者及協辦者的過度抵制及指責有建設性. 我相信他們絕大多數都是對於自由車運動有熱衷, 想要服務大眾的人. 我們需要更多這樣的人. 此外, 亞列堅尼自由車協會的所有幹部和理事會會員和大多數台灣人一樣, 都是有家室, 小孩, 和工作的, 而他們能夠建設出如此優良的比賽環境. 所以, 想要有更好的比賽環境, 不要想期待自由車委員會和騎士協會來做所有的工作, 聯合社區附近的自由車社團來成立台灣的亞列堅尼自由車協會吧!

附註3: 在寫作這篇文章時, 我亦稍認識美國自由車聯盟, 一個管理全美自由車運動的組織, 的狀況. 當我得知美國自由車聯盟從未獲得政府補助, 而培育世界級的選手的任務全是經由熱衷此運動的義工所負責時, 我十分的訝異. [7, 8] 事實上, 美國政府似乎並不是十分重視培育奧林匹克選手, 直到它在1975年設置美國奧林匹克委員會統管所有奧林匹克相關的運動. [9] 然而在這之前, 美國已有許多奧林匹克級的選手.

圖一. 高地公園

圖二. 動物園停車場

圖三. 橢圓場

圖四. P-場地

參考文獻

1.ACA. ACA Past Officers. Available from: http://www.acaracing.com/pastofficers.html.
2.Meinzer, M. Life Cycle: For Danny Chew, it's all about the bike. 2007; Available from: http://www.pittsburghcitypaper.ws/gyrobase/Content?oid=oid%3A30212.
3.ACA. 2009 ACA Summer Criterium Series: Tuesday New Rider Series. Available from: http://www.acaracing.com/schcr09t.html.
4.ACA. 2009 ACA Summer Criterium Series: Wednesday Intermediate/Advanced Series. Available from: http://www.acaracing.com/schcr09w.html.
5.Outrageous service at an Ilan race (Chinese). Available from: http://news.pchome.com.tw/living/tvbs/20090706/index-12468783150221239009.html.
6.Races in Taiwan (Chinese). Available from: http://www.cyclist.org.tw/index.php?fn=contest&no5=C.
7.USACycling. USA Cycling Fact Sheet 2009 Available from: http://www.usacycling.org/forms/media/FactSheet_USACycling.pdf.
8.USACycling. USAC Development Program. Available from: http://www.usacdf.org/.
9.USOC. The United States Olympic Committe. Available from: http://teamusa.org/content/index/1155.

Grassroots Bicycle Racing makes Olympic and World Riders - a Brief History of the Allegheny Cycling Association

2009-07-29T17:37:00.009-04:00

Mike Friedman (current rider on the Garmin-Slipstream professional team) giving back to the community by serving as a marshal in ACA Summer Criterium Series (Photo: Fred Jordan)

I had the honor of speaking to the founder of Allegheny Cycling Association (ACA) – Mr. Mark Powder – during one of the ACA summer criteriums. The purpose of the interview was to learn more about the history of the ACA, and see if I can provide some useful information for promoting bicycle racing in Taiwan.

The ACA was organized by a group of people, mostly teenagers, in 1972. Mr. Powder was the first president of the club.[1] Their goal was to put together small friendly bicycle races in Highland Park (Figure 1). The acquisition of the course was not very difficult – all they needed was a city permit. But the city provided the access with one condition: the course had to remain open to vehicles and pedestrians during the race. This posed a serious threat to the safety of the racers, and once a safer course was found, the race was moved to the new site. The new course was in the parking lot of Pittsburgh Zoo (Figure 2), which was unused during the evening hours. Again, the acquisition of the course was not that difficult, thanks to someone in city hall who supported the sport.

In the 1970s, the ACA was the only bicycle club registered with the United States Cycling Federation (USCF) in the Pittsburgh area. Back then, a bicycle club registered with the USCF had to hold at least one race annually to maintain its status, but the ACA held races once a week throughout the summer .

In the 1980s, due to Greg Lemond’s Tour de France wins and good international results of many US cyclists, a lot more people were attracted to the sport. Cycling was no longer just a kid’s sport, and the officers and board members were mostly replaced by older adults. During that time, a few cyclists who had done ACA races went on become great cyclists, including Tom Chew (Danny Chew[2]’s brother), who made the Olympic team, and Davis Phinney, who became the first American to win a stage in the Tour de France.

The ACA races were held in the Pittsburgh Zoo parking lot for almost two decades, but in 1999, the zoo authority decided to install gates in the parking lot and open during evening hours, which effectively killed the ACA races at the Zoo. For some time, the races were held in a local high school’s parking lot. This was hardly a good choice because the course was very short limiting the number of racers and forcing the racers to make really tight turns. Fortunately, Oscar Swan and Bud Harris found out that city hall was going to turn the abandoned driving training center on Washington Boulevard into a park (Figure 3), and after some negotiation and help from inside city hall, the ACA convinced the city of Pittsburgh to build a 0.5-mile velodrome (A.K.A. Oval or pseudodrome as some people call it due to its non-standard design) on the site. Finally, the ACA races had a permanent home. One of the most notable cyclists developed in the ACA races in the 1990s is Mike Friedman, who now races for the Garmin-Slipstream professional team. Mike just returned home recently for a vacation and raced the Fort Cherry road race at McDonald, PA and several ACA races at the Oval. Mike's presence really boosted the morale of local racers.

The ACA Summer Criterium Series is held at the Oval on Tuesday and Wednesday evenings from April to September.[3, 4] Tuesday races are open to men Cat C (USCF Cat 4 and 5) and women. Wednesday races are open to men Cat A (USCF Cat 1, 2, and 3) and B (USCF Cat 3 and 4). Cat C and women’s races feature a new rider training and clinic program, taught by local coaches or experienced racers, before the race starts. Cat C and women’s races start with 5 neutral laps, and race 30 laps. During the races, marshals who are coaches or experienced racers lead the neutral laps and then stay behind the racers when the racing begins to give instruction and keep the race safe. Cat A and B races have 40 or 50 laps. Also, once a month, Cat A and B races take place on the same site but a different and more difficult course (P-course; Figure 4). They are more challenging because there are three non-banked corners on the course. Some people think the Oval course is holding racers back because there are no real corners involved. I disagree. Everyone has to start from scratch, and the Oval course with its banked corners makes the learning curve less steep for most people. But I think, for new riders, who are interested in racing on the road should do the P-course races when they qualify to gain experience on courses with corners (Cat C riders are not allowed to do the P-course races for safety reasons).

One of the most amazing aspects of the ACA Summer Criterium Series is the lack of sponsorship and relatively cheap entry fees – 10 dollars. For the 10 dollars, 1 dollar goes to the ACA, 3 dollars go to USA Cycling (USAC), which has replaced USCF, and the rest goes back to the racers as prizes and awards during the races. For such as small fee, the ACA Summer Criterium Series has been able to survive three decades and continue to help develop new riders. In contrast, big races with lots of sponsorship, such as the Thrift Drug Classic, Tour de Toona, and Tour of Pennsylvania, often only manage to survive for a few years because they require a large amount of sponsorship, and they probably don’t give as much back to amateur racers.

I’ve heard more and more races are being held in my home country, Taiwan, in recent years. Instead of targeting government-sponsored racers, these races are more accessible to amateur racers, which have really attracted people to the sport. It is quite common to see more than a thousand riders signing up for one event. However, the quality of these races is not well-controlled. One recent incidence really comes to my attention. At a race held in Ilan in July 5th, 2009, the race organizer promised free water, a lunch box and transportation to all attendees. But due to a large unexpected number of finishers, as claimed by the organizer, hundreds of people not only didn’t receive any water and lunch, but also got stuck waiting for transportation for up to 10 hours.[5]

The problem I see here, is not poor organization skills, but the attempt to do too much. Almost no races have a field limit in Taiwan, resulting in more than a thousand attendees. And with more attendees, the demand on support becomes greater, and things are more likely to go wrong. Also, almost all of these races are mass start hill climbs, or end with massive climbs, so the requirement for pack-riding skill is lower.[6] Pack-riding skill is one of most important element in becoming a successful road racer. During a road race, it’s often the racer with the most leftover energy who wins, instead of the strongest rider. Good pack-riding skills can help a rider accomplish this. Another benefit is that a rider with good pack-riding skill is less likely to crash during a race. I believe the trend of how races are held in Taiwan is not beneficial to the development of the sport. I believe the Taiwanese organizers should start thinking about holding smaller, grassroots races like ACA Summer Criterium Series, which, although don't make news headlines, help develop skills of racers far more than big races, and can even make Olympic and World class riders.

p.s. Many thanks to Mr. Chris Popovic, current president of the Allegheny Cycling Association, and Mr. Jack Neyer, current board member of the Allegheny Cycling Association for their review and correction.

p.s. During my research on ACA’s history, I also learned about USA Cycling, the government body of all cycling sports in US. I am really impressed that it has never received government funding, and the development of world-class riders is solely through the help of passionate volunteers.[7, 8] Actually, the leaders of the country didn’t seem to care about making Olympians until 1978, when the U.S. Olympic Committee was appointed as the coordinating body for all Olympic-related athletic activity in the United States.[9] Yet, even before that time, the US had many world-class athletes.

Figure 1. The Highland Park Loop

Figure 2. The Zoo Parking Lot Loop

Figure 3. The Oval Course

Figure 4. P-course

Bibliography

1.ACA. ACA Past Officers. Available from: http://www.acaracing.com/pastofficers.html.
2.Meinzer, M. Life Cycle: For Danny Chew, it's all about the bike. 2007; Available from: http://www.pittsburghcitypaper.ws/gyrobase/Content?oid=oid%3A30212.
3.ACA. 2009 ACA Summer Criterium Series: Tuesday New Rider Series. Available from: http://www.acaracing.com/schcr09t.html.
4.ACA. 2009 ACA Summer Criterium Series: Wednesday Intermediate/Advanced Series. Available from: http://www.acaracing.com/schcr09w.html.
5.Outrageous service at an Ilan race (Chinese). Available from: http://news.pchome.com.tw/living/tvbs/20090706/index-12468783150221239009.html.
6.Races in Taiwan (Chinese). Available from: http://www.cyclist.org.tw/index.php?fn=contest&no5=C.
7.USACycling. USA Cycling Fact Sheet 2009 Available from: http://www.usacycling.org/forms/media/FactSheet_USACycling.pdf.
8.USACycling. USAC Development Program. Available from: http://www.usacdf.org/.
9.USOC. The United States Olympic Committe. Available from: http://teamusa.org/content/index/1155.

Flexibility in Positioning is the Key

2009-07-19T16:30:00.000-04:00

Race name: 2009 ACA Summer Criterium Series and picnic

Date and start time: 07/14/2009; 07:00 pm

Location: Washington Blvd Cycling Oval, Pittsburgh

Type/distance: 0.5 mile banked Cycling Oval; 35 laps in total

Competitors to watch: Rob and John

Weather: 70 degF, cool

Course condition: good; crack is still there on the Washington Blvd side

Race goal: Follow Rob or John to get a placing

Race strategy: Save energy until the last 3 laps

Pre-race meal:
1300 - 1 Pop-tart (210 kcal)
1400 - 1 Swiss Miss hot cocoa (120 kcal)
1500 - 1 Pop-tart (210 kcal)
1700 - 4 Hammer gels (360 kcal) and 1 bottle of Cytomax (180 kcal)

Mid-race meal :
A couple of sip of water

Warm-up description:
1X 2 min Power Interval (2 min Recovery)
30 sec Speed Interval
Endurance Miles for the rest of the time
Total 1 hour

Start-line arousal level(1-5): 5

Results: Finished in the middle

What I did well:
1. Got better position for the final sprint - I even passed a few riders
2. Skipping the 8-min tempo during warm-up seemed to be a good idea

What I need to improve:
1. Ability to generate high power for 2-min or more - good for prime hunting and closing gaps
2. Get more comfortable moving through the pack
3. Timing for sprint
4. Sprint power - I think I haven't been doing this training for a while

Aches/pains/problems during or afterwards:
Left leg starting to cramp on the last lap.

Comments on or description of how race developed:
This race was back to the usual format - 30 laps with 5 neutral laps. I stayed near top one-third for the first few laps, but when the bell rang for the first prime, John got ahead for almost one-fourth a lap, I was falling behind just by trying to keep up with the people chasing John.

After the huge effort and being chased down by the pack, John positioned himself further down the pack, but after a while, he went near the front and contested in most of the prime laps. I think Rob was doing the same as well. In contrast, I was wasting too much energy trying to stay near the front all the time. So, I need to learn when to fall behind to rest and when to move up to contest for a prime or position for the sprint.

Near the last 7 laps, I could see people were slowing down to get prepared for the final sprint. I used the opportunity to move to the middle of the pack, but found it hard to go forward any further. To do so, I would have to generate more power and get less shielding from the wind. Nevertheless, I was able to keep my position and participate in the sprint. I even passed a few riders! Finally, some progress!

# John Cotter is wearing Polka-dot today - has he been changing jerseys at every race as to not become a marked rider?

Last Major Race of the Season - Renfrew Ras

2009-07-19T16:01:00.006-04:00

Me on the 2nd lap, I think. Look at the bulging neck muscles! I guess I was really pushing hard.

Race name: 2009 Refrew Ras Road Race

Date and start time: 07/12/2009; 08:00 am

Location: Butler, PA

Type/distance: Mostly rolling hills - Steep hill at the corner of the Refrew and the Meridian Rds.; 3X8 mile-loop; 24 miles in total

Competitors to watch: Ben Stephens and Ted

Weather: 60-70 degF

Course condition: The Three Degree and the Renfrew Rds are about two-lane wide but have no yellow line. The Meridian and the Brownsdale Rds are two-lane roads with yellow line. They are pretty well maintained. The corner of the Refrew and the Meridian rds features a 120-deg turn with a steep climb coming out of the corner

Race goal: Stay near the front till the end

Race strategy: Advance on the Renfrew Rd to avoid the bunch-up at the corner of the Refrew and the Meridian rds. Advance near the end of the Meridian Rds to avoid being dropped at the uphill corner of the Meridian and the Brownsdale Rds. Sprint hard coming out of the corner of the Three Degree and the Meridian Rds.

Pre-race meal:
0500 - Pancakes with syrup (420 kcal); 1 glass of soy milk

Mid-race meal :
2 Hammer gels (180 kcal)
16 oz of water with 4 scoops of GU powder in one bottle

Warm-up description:
2 Jumps
Endurance ride (150-200 Watt) for the rest of the time
Total min

Start-line arousal level(1-5): 5

Results: Around #20 (I was erroneously recorded as DNF)

What I did well:
1. Getting a good position near the front on the first climb in the first lap

What I need to improve:
1. Ability to repeat 3-min maximum effort (Power Interval in CTS term)
2. Skills in advancing in the pack

Aches/pains/problems during and afterwards: None

Comments on or description of how race developed:
I made a mistake at the very beginning - I miscalculated the time required for registration. I thought the registration would be at the Start/Finish line, but instead, it was at fire engine house at the corner of the Three Degree and the Meridian Rds. I had to ride my bike from where I parked – the grass field inside the airport – to registration because it’s too far away to walk. By the time I finished registration and dressed up, there’s only 20 minutes left for warm-up. I did a couple of jumps and rode loops around the parking lot where the Cobra helicopter is, but I hardly felt ready when the race started.

The race started on a mostly straight downhill section on the Three Degree Rd, but the pace wasn’t as fast as I feared. On the Refrew Rd., the pack wasn’t as compact as during Ft Cherry race, so after we passed the waste water processing plant, I moved up to the top 4th position to get ready for the technical corner of the Refrew and the Meridian Rds. I was able to make the corner with the front group, and stayed there for the first half of the climb and then I started slipping back. At the top of the climb, I was panting hard and couldn’t do much for the rest of the lap.

On the second lap, people were more confident and closer to each other. Near the end of Refrew Rd., I know I should move to the front before hitting the climb again, but I failed to do so because I was still hurting from the effort in the first lap and the pack was more compact than last time. Even so, I was able to hang on to the back of the front group of about 11 riders on the climb. I could see Kevin and Ted in that group. Near the end of the climb, a rider broke away, and the front group picked up the pace and chased him. This was when I got dropped. If I had been closer to the front group, I might have been able to stay with them. Alas, my poor position entering the climb prevented from doing so. After riding alone for a while, 4 riders joined up with me, and they were really trying to bridge up to the front group. I was struggling to tag along, and was dropped near the end of the 2nd lap.

On the 3rd lap, I was passed by Steve Marlette of Ag3r on the Renfrew Rd. – I learned later on that he is a time-trial specialist and really good on flat, but soon afterwards, I joined up with a group of 5+ riders coming from behind and caught him on the climb. The pace was rather steady after the climb, probably because everyone was resting their legs for the final sprint and there’s no chance we would be able to catch the front group. I was thinking about the same thing, so I didn’t pull at the front for too long.

About 100 feet from the corner of the Three Degree and the Meridian Rds, Steve broke away, but didn’t get a huge gap. Knowing that I wouldn’t stand a chance powering up the last hump leading to the finish line, I moved to the front of the group. We caught Steve on the hump, but then everyone sprinted hard and passed me. I was near the back of the group at the finish line.

# Kevin got 5th place in the race. He’s doing really well, and I’m sure he’ll be in Cat 3 in no time if he’s really pushing it.

# The race organizer did a great job. They were the first group I saw distributing flyers at the registration which had details about the race, such as where to pin the numbers.

# My power data showed that I produced about the same power on the hill in the 2nd lap as in the 1st lap, so it’s very likely that I just had a poor position entering the climb and thus got dropped afterward.

#1: Eric; #2: John

#5: Kevin; #6: Ted

#8: Ben

#11: Rob

#20: Steve

Racing in the Dark

2009-07-09T08:22:00.006-04:00

Race name: 2009 ACA Summer Criterium Series and picnic

Date and start time: 07/1/2009; 08:00 pm

Location: Washington Blvd Cycling Oval, Pittsburgh

Type/distance: 0.5 mile banked Cycling Oval; 20 laps in total

Competitors to watch: John Cotter

Weather: 60-70 degF, cool but humid

Course condition: a little wet from a storm before the race

Race goal: Follow John and try to get placing

Race strategy: Save energy until the last 3 laps

Pre-race meal:
1300 - 1 Pop-tart (210 kcal)
1400 - 1 Swiss Miss hot cocoa (120 kcal)
1500 - 1 Pop-tart (210 kcal)
1700 - 4 Hammer gels (360 kcal) and 1 bottle of Cytomax (180 kcal)
1800 - 1 hamburger

Mid-race meal :
A couple of sip of water

Warm-up description:
8 min Tempo (2 min Recovery)
1X 2 min Power Interval (2 min Recovery)
30 sec Speed Interval
Endurance Miles for the rest of the time
Total 1 hour

Start-line arousal level(1-5): 3

Results: Finished in last one-third

Power files start/end point:

What I did well:
1. Doing just one power interval seems to work better - it helps me get used to the high intensity effort without fatiguing myself

What I need to improve:
1. Follow an accomplished rider like John for as long as possible
2. Timing for sprint
3. Sprint power - I think I haven't been doing this training for a while
4. Cornering

Aches/pains/problems afterwards:
None

Comments on or description of how race developed:
This race was a bit different than the usual format. Because there's a picnic during the race as well, the organizer tried to get all the racers and their family together on one evening. There's a women/junior and a C race after the A and B race, but the women/junior and C race were cut short to just 20 laps. Also, because of the limited time, there were no neutral laps and no marshals on the course. To make the race interesting, it was the only race in which every lap was a prime lap.

I told myself before the race that I need to learn to find a good spot in the pack. And the best way to do that is to follow an accomplished rider like Andrew, Samson, Kevin, and John. Unfortunately, I only saw John in this race.

Our C race started near 8 pm. By then, I felt pretty tired - I think it's more of mental fatigue, and I don't think there's any way to counter that. As there were no neutral laps, the race started fast. I tried to find John in the race, but I only got to follow him for a few laps, and someone else cut in between John and me. This shows how difficult it is to follow someone throughout a race.

Near the end of the race, it was so dark that I couldn't see the lap card, and it was difficult to see other riders as well. It surely was scary.

Pre-ride Renfrew Ras Race Course

2009-07-07T08:04:00.013-04:00

Renfrew Ras race course
Find more Bike Rides in Butler, Pennsylvania

Date and start time: 06/27/2009; 11:00 am

Location: Renfrew, PA

Type/distance: Rolling hills with a technical turn and a short steep hill ; 8-mile loop

Weather: 70-80 degF

Course condition: The Three Degree and the Renfrew Rds are about two-lane wide but have no yellow line. The Meridian and the Brownsdale Rds are two-lane roads with yellow line. They are pretty well maintained. The corner of the Refrew and the Meridian rds features a 120-deg turn with a steep climb coming out of the corner

Race goal: Hold the position in top one-third until the end

Race strategy: Advance on the Renfrew Rd to avoid the bunch-up at the corner of the Refrew and the Meridian rds. Advance near the end of the Meridian Rds to avoid being dropped at the uphill corner of the Meridian and the Brownsdale Rds. Sprint hard coming out of the corner of the Three Degree and the Meridian rds.

Fueling strategy:
2 24-oz of water bottle with 100 kcal sports drink in each (200 kcal)
1 8-oz gel (630 kcal)

Note:
1. Need to practice cornering with hill climb coming out of the corner
2. This will be a fast but safe race, but the speed will depend on the direction of the wind.

I think this is where the race will start and finish, instead of at the address provided on Bikereg. Because the road narrow considerably after going through here. Nice Cobra attack helicopter!

The corner of the Three Degree and Renfrew Rds. Coming down the Three Degree Rd shouldn't be a problem for most experienced riders - there are no corners and the road is wide. Once you see the stone figures on the right side of the road, as in the picture, prepare to make a left. The corner is wide and smooth.

The intersection of the Renfrew and the Hicks Rds. Follow the Renfrew Rd on the left. There's a waste water processing plant on the right after this.

Near the end of the Renfrew Rd. Once you see the "Village of Renfrew" sign, get into low gear and prepare to make a sharp left turn and climb up a steep but short hill.

The corner of the Refrew and the Meridian rds. This is where I think some riders will bog down due to poor cornering skill and steep climb. This might be a good place to try to break away, but the climb is less than 2-min long, and there's a long flat section afterward. If the wind is coming from south and west like what I had during the ride, the breakaway is probably not going to stick

A green house on the right side of the Meridian Rd. There's small hump after this.

Near the corner of the Meridian and the Brownsdale Rds. Sprint hard once you see this sign and make a left climbing turn.

Near the corner of the Three Degree and the Meridian rds. There's a short climb coming out of the corner. Making to the top with the pack will ensure you have a chance at the the bunch sprint

Long, wide and flat section leading to the finish line - this means bunch sprint!

I can't Sprint!

2009-06-29T00:31:00.000-04:00

Race name: 2009 ACA Summer Criterium Series

Date and start time: 06/23/2009; 07:00 pm

Location: Washington Blvd Cycling Oval, Pittsburgh

Type/distance: 0.5 mile banked Cycling Oval; 35 laps in total

Competitors to watch: Samspon (Prographic team)

Weather: 75 degF, hot and humid

Course condition: good

Race goal: Get placing

Race strategy: Save energy until the last 3 laps

Pre-race meal:
1300 - 1 Pop-tart (210 kcal)
1400 - 1 Swiss Miss hot cocoa (120 kcal)
1500 - 1 Pop-tart (210 kcal)
1700 - 4 Hammer gels (360 kcal) and 1 bottle of Cytomax (180 kcal)

Mid-race meal :
A couple of sip of water

Warm-up description:
8 min Tempo (2 min Recovery)
2X 2 min Power Interval (2 min Recovery)
30 sec Speed Interval
Endurance Miles for the rest of the time
Total 1 hour

Start-line arousal level(1-5): 5

Results: Finished in last one-third

Power files start/end point: 1'01"59/1'41"58

What I did well:
1. Followed my recommendation from last race

What I need to improve:
1. Timing for sprint
2. Sprint power - I think I haven't been doing this training for a while
3. Cornering

Aches/pains/problems afterwards:
None

Comments on or description of how race developed:
I started at the front again, but this time, I made an effort to hold back on the last neutral lap, and drifted back to the third position.

I positioned well until half-way through the race, and I was actually in the 2nd position for the 2nd prime until the last 100 feet. I decided to hunt for the prime, but someone started the sprint a second ahead of me. When I tried to follow him, I almost caused a cramp in my left leg.

After this, I slowed down and my goal for the rest of the race was to keep my left leg from cramping. As I stayed closer to the back of the field, I noticed how much easier it was than staying at the front. Perhaps I should do that a bit more often.

Because of my leg problem, I made a couple of steering error and scared the people behind me. At the third corner in one of the last few laps, I was behind someone and got too close, so I had to move to the outside lane. As I did so, I got yelled at by a marshal to hold the line. I guess that was becuase I moved too far out but not because of the maneuver itself.

I tried to advance to the front at the last three laps, but I went too forward when there's one lap to go, and didn't have the energy to jockey for positon. I finished in the last one-third.

Drew and Samson tried to broke away during the race but didn't succeed. They thought it was because they went too hard at the outbound section but not hard enough at the inbound section. Also, one of the experienced rider said the best place to initiate a breakaway and advance shoud be at the inbound section, or right after the 4th corner. Becuase of the small "hump" at this part of the course, most people slow down, and thus provide a better opportunity to attack or advance.

I think I need to learn from people who placed well in the last few races, especially in terms of finding a good position in the race. Here is a list of the people and ways to recognize them:
Kevin - my racing partner in Ft Cherry race. He did quite well in this race, given that this was his first criterium. I think he got 15th.
John - he wears a blue Tour of PA jersey
Samson - he wears a ProGraphics jersey and a LG red helmet

台灣需要繞圈練習賽

2009-06-24T21:15:00.005-04:00

Chris Mayhew(左)- 職業教練, 17年經驗的選手], 匹茲堡自行車賽圈的重要資產, 及一個很棒的人

上星期六(6月20日)我參加一個公路車競賽入門的講習. 主講者是Chris Mayhew. 一些有經驗的選手如Steve Cummmings幫忙一些雜務如帶領輪車. 講習內容大略如下:

為什麼參加比賽?
-挑戰自我
-促使自己再上一層樓

比賽的種類
-繞圈賽
-公路賽
-計時賽
-Cyclocross
-場地賽

裝備需求
-公路車
-安全帽
-有袖的車衣

如何找到比賽
ACA
Pittsburgh Masters Velo Club
True Sport
Bike Reg
Iplayoutside

基本技巧
-你的前輪是你的責任
--它是唯一”可動”的部分
--你不應把你的前輪放在前面騎士的後輪的左右側
-輪車
--手勢
---鼓動手肘: 鼓動側是你要後面騎士前來的位置
---揮手: 較危險因為手要離開把手
-過彎
--找一個空置的停車場或沒車的路練習
--內側腳要在12點鍾方向

大部分的內容在我參加Panther Cycling Club的團練時就提過. 但是我想要看Chris作為一個專業的教練如何帶領這個講習, 而我事實上還是學到不少東西. 其中一個主要的課題就是繞圈練習賽的重要性. 新手往往做出許多危險的動作, 例如急煞車, 過度左右晃動, 或是前輪和其他選手的後輪攪和在一起. 在ACA繞圈練習賽系列中, 動態裁判(有經驗的選手義務擔任)跟隨在集團後方, 指正錯誤的動作並給予立即的指導. 一個較新引進的任務是再C級(入門)及女子比賽充當前五圈的前導車. 這是因為新手往往會有卡入踏板的困難, 而當他們卡入後, 較有經驗的選手早已繞了大半圈. 這會讓他們十分挫折而且可能造成危險. 當一個動態裁判是很花時間的. Chris說他在每個比賽都要花費約五小時. 然而, 他們讓比賽更安全更易入門. 所以, 一定要給他們鼓鼓掌!

另外有一些規則讓ACA繞圈訓練賽系列更安全. 例如, 參加人數限制在35人. 這是因為人越多, 比賽越難控制, 選手也更多機會碰撞在一起. 較少人也讓新手更易學習如何跟住集團. 此外, 在每場比賽前都有個講習, 由教練或經驗選手講解騎乘技巧, 營養, 傷害處置等課題.

在台灣, 越來越多業餘選手有練習輪車技巧, 這是十分可取的. 但是由於練習者往往在技巧和體能上參疵不齊, 速度往往不會超過25 km/hr. 這和比賽平均40-45 km/hr的速度比起來是有段差距的.當業餘選手參賽時, 往往表現出不好的操控技巧, 甚至造成摔車, 最主要是因為不習慣在高速和許多人進距離騎乘.

感謝中華民國自行車協會的努力, 台灣和10年前比起來有更多的比賽. 而在參加人數方面, 在剛開始大約只有幾百人參賽, 但是現在動不動一場比賽就有上千人! 大部分的參與者, 我猜大概都是只想騎個有交管的活動, 而有些甚至沒有團騎的經驗! 這個現象逐漸對比賽安全性有不良的影響. 每年我都聽說在比賽開始就有人因為不擅卡踏而摔車. 這個問題需要被解決, 否則比賽的質不會進步, 而且不易吸引新的人加入. 我建議我們應每月在每個城市舉辦至少兩場繞圈練習賽, 並規定新手只有在參加10場(舉例)繞圈練習賽後才可參加大型的比賽. 如此這般, 我們才能有更安全的大型比賽, 而新手也能以此在更有效更安全的環境下學習比賽技巧.

這聽起來太遙遠? 是的, 目前是不可能. 因為中華民國自行車協會已經達到其舉辦比賽的數目極限. 我們需要更多小型的組織依協會的指導來舉辦繞圈練習賽. 然而即使如此, 我們需要更多人像Chris, 捐助其時間來幫忙舉辦比賽, 才能達成任務. 所以台灣的選手們, 起來吧! 如果你希望有更多更好的比賽, 想想你能做什麼, 更重要的是, 實際去做!

公路車競賽入門講習的簡章

背後的英雄 - 動態裁判(穿黃色菊色背心者)

Taiwan Needs more Training Criteriums

2009-06-24T20:41:00.007-04:00

Chris Mayhew(left)- A professional coach, a racer with 17 years of experience, a wonderful asset to Pittsburgh racing community, and an all-around great guy

I attended an introduction to bike racing clinic hosted by ACA,JBV Coaching, Morningside Velo, and Iron City Bikes on Saturday, June 20th. The instructor was Chris Mayhew, and several experienced racer such as Steve Cummings helped out as well. The outline of the clinic is listed below:

Why Race?
-To challenge yourself
-To be better than your previous self

Types of Racing
-Criterium
-Road race
-Time trial
-Cyclocross
-Track

Requirements
-Bike
-Helmet
-Sleeved jersey

How to Find a Race
ACA
Pittsburgh Masters Velo Club
True Sport
Bike Reg
Iplayoutside

Basic Skills (includes time on the track)
-Your front wheel is your responsibility
--The only “movable” part of a bicycle
--You don’t want to be at the sides of rear wheel of the rider in front
-Pace lines
--Gesture
---Flapping chicken wings – the flapping side is where you want the trailing rider to come through
---Waving the trailing riders through – a bit sketchy because you are not suppose to take hands off the handlebar
-Cornering
--Practice in an empty parking lot or roads without traffic
--Put the inner side pedal up when in the corner – experienced riders do that only for a few seconds

Most of the stuff was similar to what I learned during Panther Cycling Club’s practice sessions, as I had expected. But I want to see how Chris, a professional coach, runs a racing clinic, and I actually learned quite a few things. One of the most important lessons I’ve learned is the importance of training criteriums. New racers tend to do dangerous stuff such as hitting the brakes hard, weaving excessively, or crossing the wheels with other riders. On training criteriums, race marshals who are experienced riders will trail the pack, and correct rider errors and give instant advice. Another relatively new duty is to serve as pace car for the first 5 neutral laps in C and women’s races. The reason for doing this is that new racers often have problems clipping into their pedals, and by the time they clip in, the more experienced racers are already half-way across the course. This makes the new racers feel frustrated and causes potential hazard. Being a race marshal is pretty time-consuming – Chris said he has to spend about 5 hours at each race, but they make the race a lot safer and more attractive to new comers. So, many kudos to them!

There are also many other features which make training criteruims safer. For starter, the field limit is 35 racers. This is because the bigger the field, the harder it is to control the race, and more chances of people running in to each other. A smaller field also makes new comers learn the skill of riding in pack easier. Second, before every race, there is a clinic before each race which coaches or experienced riders talk about riding skills, nutrition, and injury management, etc.

In Taiwan, more and more amateur racers are starting to practice paceline skills, which is a good thing. But because of the varying fitness and skill level in the riders, the speed of the paceline rarely goes beyond 16 mi/hr. This is a lot slower than the usual race pace of 26-28 mi/hr in races. So, when amateur racers in Taiwan get into races, many of them display poor bike handling skills and even cause crashes due to lack of training of riding in close proximity with other riders at high speed.

Thanks to Taiwan Cyclist Federation, we Taiwanese have more road races than 10 years ago. At the beginning, there were only about a couple hundred participants in each event, but now every race has more than a thousand participants! Majority of them, I’d guess, join to enjoy a car-free ride, and some of them have never ridden with people before! This is starting to affect the safety of the races. Each year, I heard about crashes at the start line caused by riders who had problems just getting into pedals! This problem has to be solved! Otherwise, the quality of the race will not improve and fewer people will be attracted to the sport. I suggest that we have at least two training criteriums held in each city each month, and only those who finish 10 races (or a certain number of races) can enter large events. This way, we will have safer races in large events and new comers to the sport will learn the skills required in a safer and more effective way.

Does this sound too far-fetched? Yes, it is impossible right now. But it’s because the Taiwan Cyclist Federation is already at its maximum capacity in holding events. We need smaller organizations which are sanctioned by Taiwan Cyclist Federation to hold the above mentioned training criteriums. But even smaller organizations need more people like Chris, who is willing to donate his time to help with the races, to be able to complete their missions. So rise up, Taiwanese racers! If you care about making road racing bigger and better in Taiwan, think about what you can do and actually do it!

Flyer of the Road Racing 101 clinic

Angels behind your back - race marshals (in yellow and orange vests)

Center Line Rule is Effective - Most of the Time

2009-06-21T22:13:00.008-04:00

Pro 1/2/3 riders coming through
Fort Cherry Road Race
Find more Bike Rides in McDonald, Pennsylvania
Race name: 2009 Fort Cherry Road Race

Date and start time: 06/21/2009; 09:00 am

Location: McDonald, PA

Type/distance: Mostly rolling hills - Hill 1 at 1-mile mark from the start and Hill 2 at 7-mile mark from the start; 4X8 mile-loop; 33 miles in total

Competitors to watch: Edward King-Smith (Ted) - The coolest kid in Pitt

Weather: Lower 60s at the beginning; around 70s in the middle of the race

Course condition: Mainly two-lane country roads. Sand in the corner of Ft. Cherry Rd/Walnut Rd and Walnut Rd/Waterdam Rd. Dead squirrel in the middle of the road near the last 1 mile of the loop

Race goal: Stay near the front till the end

Race strategy: Stay near the front from the start to the 1st hill at 1-mile mark. Expect people passing me at the downhill section right after. Look for gaps to advance to regain foward position. Attack or expect attck at the 7-mile mark where the course climbs back up to the start. Repeat the process four times and work hard for the last 0.8 mile to the finish line

Pre-race meal:
0500 - Pancakes with syrup (420 kcal); 1 glass of soy milk
0800 - 1 Hammer gel, 20 oz water with 4 scoops of Cytomax

Mid-race meal :
5 Hammer gels (450 kcal)
16 oz of water with 4 scoops of GU powder in one bottle

Warm-up description:
1 3-min Power Interval
Endurance ride (150-200 Watt) for the rest of the time
Total 22 min

Start-line arousal level(1-5): 4

Results: Pending

Power files start/end point: 23"23/1'55"52

What I did well:
1. Getting a good position from the first 1 mile
2. Bring arm warmer even though weather forecast said it's going to be in 70s

What I need to improve:
1. Descending skill - especially the ability to descend with the pack
2. Aggression of advancing forward
3. Pack riding skills - I've got to do more Oval training criteriums

Aches/pains/problems afterwards: None

Comments on or description of how race developed:
The day started in 60s. Several people, including my racing partner, Kevin, did not bring any extra clothing. I was glad I thought of that and prepared for it, otherwise I would suffer from the cold like during Mingo Creek race in the early spring. The course had little traffic, so I did my warm-up on the course instead of the trainer. Due to delays in setting things up, I only had about 30 minutes to warm-up. I think I should leave about one and half hour for all the preparation stuff for the next race.

The race started from the parking lot of the Ft Cherry highschool and was neutralized for the first 1.8 miles, or until the first hill on the course. I got a pretty good position, about 4 riders from the front, at the beginning, but once the race was on, quite a few people surged from the left and took over the lead. At the downhill section that immediately followed, I got passed by more people. One of the West Liberty Cycle guy went off the road to the left when making a right hand turn, which made me tensed up even more. There was a flat and straight section about 1 mile long at the bottom, but I couldn't find any gap to move forward. I saw a Trek of Pittsburgh guy tried to advance one position by riding right on the center line, but when he gestured, the rider in front of him wouldn't let him cut in line, so he returned to his former position.

At about 3-mile mark, we turned right from the Walnut Road onto Waterdam Road. I could see from the back that the front riders slowed to make the turn, but the riders behind slowed even more, so when I made the turn, I really had to accelerate hard to catch up. This is the reason that staying near the front is always a good idea. Similarly, there's no room to advance on the Waterdam Road, and when we turned right onto the Cherry Valley Road, I had to waste more energy to accelerate and catch up.

When we arrived at the first hill on the course on the second lap, I was so far behind in the group that even though I hammered up the hill as hard as I could, I fell behind about 100 feet, and that distance kept growing after the downhill section. I joined up with another rider from West Liberty Cycling about halfway through the 2nd lap.

At the beginning of the 3rd lap, we were told we were one and a half minute down from the main group. About halfway through the 3rd lap, we were joined by 3 more riders, but we didn't work together very well, and didn't really make up any time lost. The chasing group broke up near the end, and I was with two West Liberty Cycling guys.

At the beginning of the 4th lap, we were told we were 3 minutes down from the main group. When we arrived at the top of first hill on the course, I was dropped by the West Liberty Cycling guys. I tried to catch up but didn't make it. About halfway through the course, I was joined by one West Liberty and one Procycling guy. I asked them if they would help me chase the two riders up front, but they refused. So I figured I might as well ride easily behind them since I wouldn't go any faster without help. And we did ride very easily - the average power of this section was about 175 Watts.

When we arrived at the place where the loop started and ended, there was a 0.8 mile climb up to the finish line, which was in the school parking lot. I tried to attack, but the West Liberty Cycling guy outclimbed me at the end. I am not happy about the results at all.

I feel the outcome of this race was dictated by the rider's position in the pack and how well he held the position. In my past experience, I couldn't hold on to my position very well, but I could always advance near the center line, and sometimes just off the center line to the other lane a little bit, to regain my position. In Section 3B1 in USA Cycling rule book, it says: "If a course is not closed to traffic, all competitors must keep to the right of the center line or enforcement line, but may pass on either side of another rider [warning for accidental crossing of the center line with no advance in position; relegation or disqualification for advancing position; 10 day suspension for a flagrantly dangerous attack]." We also have similar rule in Taiwan, but I saw quite a few instances where people broke it to advance to the front. I wasn't sure about how this rule is enforced in US, but seeing how a bunch of riders crossed the center line to get to the front in the first lap, I think it can be done if the marshal is not watching and the rider is not constantly doing that. So the bottom line is that if I were to do the race again, I would advance forward using the center line at the bottom of the hill on the Walnut Road. But on the other hand, I need to work on my descending skill and pack riding skill. For the latter, I will try to do every Oval race in the next couple of weeks.

# Samson said the best place to advance in this race is at the the power climb at the 1-mile mark.

My racing partner - Kevin

Where the loop starts and ends

Looking at the final climb up to the finish line

Ft Cherry High School

Looking at the the start/finish line

I started at about 4th place (courtesy of Fred Jordan)

By the end of the 1st lap, I was at the back of the main field (courtesy of Fred Jordan)

End of 2nd lap with 5 other riders (courtesy of Fred Jordan)

End of 3rd lap with 2 West Liberty Cycling guys (courtesy of Fred Jordan)

Climb to the finish line (courtesy of Fred Jordan)

First Crit that I Finish

2009-06-17T22:25:00.005-04:00

Manny(the one in green) - A dedicated racer, who shows up on most Oval races. Too bad he is not allowed to leave home for hours to do road races. /_\

Race name: 2009 ACA Summer Criterium Series

Date and start time: 06/16/2009; 07:00 pm

Location: Washington Blvd Cycling Oval, Pittsburgh

Type/distance: 0.5 mile banked Cycling Oval; 35 laps in total

Competitors to watch: Jeff - 40+ guy with solid performance

Weather: 78 degF, hot and humid

Course condition: good

Race goal: Finish the race safely

Race strategy: Try to start at the front and stay at the top 1/3rd. Advance to the front whenever possible

Pre-race meal:
1300 - 1 Pop-tart (210 kcal)
1400 - 1 Swiss Miss hot cocoa (120 kcal)
1500 - 1 Pop-tart (210 kcal)
1700 - 4 Hammer gels (360 kcal) and 1 bottle of Cytomax (180 kcal)

Mid-race meal :
A couple of sip of water

Warm-up description:
20 min Endurance Miles
8 min Tempo (2 min Recovery)
2X 2 min Power Interval (2 min Recovery)
Endurance Miles for the rest of the time
Total 56min

Start-line arousal level(1-5): 5

Results: Middle of the pack

Power files start/end point: 57"09/1'39"49

What I did well:
1. Staying at around top one-half to 2/3rd
2. Moving toward the front whenever there's an opening seems to help me stick with the group

What I need to improve:
1. Sticking with the wheels in front of me at the corners - I felt as if I was going to run into the rider in front of me, so I let a gap open
2. Don't get too close to the marshals - I was alone at the front when the race started
3. Save enough energy for the last 5 laps

Aches/pains/problems afterwards:
None

Comments on or description of how race developed:
I left from work about 4:30 pm and arrived at Oval about 5 pm. I did the warm-up as described above. At the beginning of the warm-up, I noticed that my left calf felt tight, but I was hoping that it would go away after warm-up. As mentioned above, I ate a lot of food in the afternoon, but when the race began, I felt hungry again. Perhaps I should have another pack of gel next time.

Owing to the experience last time, I decided to start at the very front. And I was right behind the marshals for the first 5 neutral laps. Unfortunately, I found myself alone at the front once the marshals left - I was too absorbed in staying on their wheels that I didn't realize that. I soft-pedaled and let the others catch up, but they came at speed faster than I thought, and I lost ground quickly. But I advanced whenever there's an opening at the outer lane, and got to the front in a few laps. My position wasn't great, though. I felt I was relying on passing on the outer lane too much that I was trapped in the middle quite a few times. One thing I noticed that I did a lot was when I advanced, I moved up to the top 3-4 riders and rode alongside. After a while, I merged into them, but my position didn't last long. Soon more people passed by, and the whole process started over again. On one hand, I felt moving toward the front contantly help me stay away from trouble, but on the other hand, I think I used up too much energy in doing that. Another thing I noticed was that I couldn't stay on a wheel very well in the corners, becuase I felt I was going to run into the rider in front of me. I wasn't sure if it's my imagination or truth, but it seemed like the riders in front of me slowed down in the corner.

Once we reached the last 5 laps, the whole field picked up the pace again. At this point, I saw the person I was supposed to stay with - Jeff - moved to the front. I tried to catch up, but my left calf muscles felt like they were going to cramp, so I stayed back. It's interesting, though. During Tour of Tucker County race, it was my right calf muscles giving me the trouble, but it was my left ones this time.

I couldn't do much for the last 5 laps, but I am glad I finished my third crit since I started racing in one piece and with the main group!

Forgot I didn't have my May 5th Oval race report posted, so I post it below:

ace name: 2009 ACA Summer Criterium Series

Date and start time: 05/05/2009; 07:00 pm

Location: Washington Blvd Cycling Oval, Pittsburgh

Type/distance: 0.5 mile banked Cycling Oval; 35 laps in total

Competitors to watch: None - first time doing the race and don't know anyone

Weather: 50-60 degF, pouring rain

Course condition: slippery

Race goal: Stay with the group

Race strategy: Stay near the front at the beginning of the race, and advance to the front whenever possible

Pre-race meal:
1630 - 1 Pop-tart
1730 - 1 Cliff bar and 3 Hammer gels

Mid-race meal :
A couple of sip of water

Warm-up description:
3 3-min Speed Interval
Endurance ride (150-200 Watt) for the rest of the time
Total 50min

Start-line arousal level(1-5): 4

Results: DNF

Power files start/end point: 57"25/1'38"11

What I did well:
1. Got a fairly good paceline going with 3 other guys
2. Prepared for the rain

What I need to improve:
1. Need to get closer to to the wheel in front of me

Aches/pains/problems afterwards:
None

Comments on or description of how race developed:
I got to the race site fairly early, and I'm glad I did, because it was a full field that evening. Some people got turned away because they arrived late.
I warmed up in the oval for about 30 min, and the women's race started. I continued my warm-up on my trainer. It started to pour when the women's race was about to end. By the time we got on the course, it was raining really hard and the ground was slippery.

The first 5 laps were neutral laps, and I was about in the middle of the pack. When the race really started, I was surprised at how people were driving the pace even though the weather was poor. I soon started to suffer. I think the main reason is that I didn't hold on to a wheel well enough, and wasted a lot of energy. I was getting really nervous from the slippery course condition. Although I was riding my commuter bike instead of my race bike, I don't think it would make much difference.
After a few laps, three riders and I were dropped, and we started a paceline to try to get back to the main group. However, despite our best efforts, we were losing ground, and got lapped. We tried again, but the speed of the main group was too much for us, and we got lapped for a second time. By this point, we all got exhausted, and just rode easily for the last few laps.

Chris (the one in blue) has been helping promoting bike racing in Pittsburgh for quite a long time - what a great guy!

Race marshals (wearing yellow vests) are experienced riders volunteering to lead the neutral laps and keep the race safe. Thanks guys!

Oval has four corners which are banked, so you could pedal through the corners most of the time. Also, a few girls have been racing with guys, like the one in the photo. They are pretty good.

Can't help noticing this guy's - beard! I think his beard grows to about his chest level now. I wondered how much drag that produces? ^_^

Duel with the Rice Krispies Man - Tour of Tucker County Race Report

2009-06-10T21:36:00.013-04:00

Race name: 2009 Tour of Tucker County Race - WVRRS #3

Date and start time: 06/06/2009; 11:00 am

Location: Thomas, WV

Type/distance: Mostly rolling hills with a major climb at the end; 33 miles in total

Competitors to watch: WVU guys - some of them did pretty well in the Mingo Creek race series

Weather: 70-80 degF, a lot of shade on the course

Course condition: Mainly one-lane mountain roads. Lots of ruts and gravel. Quite a few corners are covered with gravel, especially on the right side of the road. County officials chipped and tarred part of the roads last week, which makes the course even more slippery. Also, road side grass has been mowed at several sections, and lots of residue was left on the course, which is even more slippery than gravels.

Race goal: Beat whoever is left in my group on the last climb

Race strategy: Stay near the front from the start to St. George. Expect the sudden increase of gradient after reaching St. George would create separation - try my best to go with the front group. Take the inbound trip to St. George easy - there are lots of tricky turns and road conditions are bad. Conserve energy for the big climb to the finish line, especially at the bottom of the climb - ride slightly below threshold at the first 5 miles. Attack near the end of the next 0.8 miles, which is the steepest part of the climb, to get rid of anyone in my group. Take a break on the slight downhill after this, and ride hard again on the last 2.7 miles of climbing.

Pre-race meal:
0530 - Pancakes with syrup (420 kcal); 1 glass of soy milk
0900 - 1 cliff bar, 20 oz of water with 4 scoops of Cytomax
1100 - 1 Hammer gel

Mid-race meal :
12 Hammer gels (1080 kcal)
48 oz of water with 4 scoops of GU powder in one bottle and 2 scoops in the other

Warm-up description:
1 1-min Fast Pedal
1 2-min Power Interval
Endurance ride (150-200 Watt) for the rest of the time
Total 20 min

Start-line arousal level(1-5): 3

Results: 2nd in Cat 5

What I did well:
1. Correctly estimated where I might catch up with Rice Krispies Man
2. Conserving energy for the steep climb really helped
3. Food and water were adequate

What I need to improve:
1. Muscular endurance - this is the second time I had cramps, even though the distance was shorter the New Martinsville race.
2. Descending skill
3. Allocate more time for packing and bike check the night before – two and an half hours at least

Aches/pains/problems afterwards:
1. Need to find out the cause of the cramps

Comments on or description of how race developed:
I woke up feeling tired in the morning for I spent more time than I thought on packing and doing bike check the night before. The heavy fog that blanketed the whole Pittsburgh area in the morning didn’t help me feel any better, either. I was fighting sleepiness when driving toward the race.

At last the sky cleared up when I reached Thomas, WV. To my surprise, the registration was actually in a school that is about 9 miles away from Thomas. I got there with about one hour to spare. I spent only 20 minutes warming up, for the day was getting hotter and I didn’t want to get exhausted before the race started. Before the race started, the organizer announced that the county officials tried to make the race safer, but they woefully did the opposite by tarring and chipping the road the week before. Apparently, they have never ridden a bike before.

The field started out timidly, as the section where we would climb back up was neutralized due to safety issue. On the way down, I found out what “tarred and chipped” means – the surface of the road was full of oily tar and loose gravel. Riding through it is like riding through sand. When it got wet, it felt more like ice. I was glad I made it down safely. The whole field stopped at the bottom, which was about 3.5 miles from a small town called St. George, and then started the race. The Cat 1-3 went first, and the rest of the field went in 5-min intervals. My group – Cat 5 – went last. There were only twelve riders in my group.

One of the guys from Four Western Maryland Wheelmen, perhaps Tom, led us into St. George. The outbound course from St. George started with a 6% climb. As soon as we hit the climb (5 miles from the start), I opened up the gas a little bit, and after awhile, I found only about four people remained. Two riders were from WVU. Another rider, Justin, was wearing a Rice Krispies jersey. WVU guys were doing a great job on this climb. One of them with a slightly bulkier build led most of the time, and the other with slender build followed behind. I was suspecting that perhaps the bigger guy was trying to break the wind for the smaller guy, whom I thought was a climber, so the smaller guy would have more energy dealing with the hills later in the race.

The climb eased off about 8-mile mark, and then went up again about 10-mile mark. This time, the gradient was about 8-9 %, and I found the WVU guys and the Rice Krispies Man falling behind. I stood and pedaled hard a little bit to ease some strain on my quads, and found I had created some gap. From the reaction of my rivals, I guessed I am a little better on steep climbs. However, I did not want attack and enlarge the gap at that moment, for it’s only halfway through the race, there’s a long downhill section afterward, and the race would end with a huge climb. So, I decided to take it easy, and let the Rice Krispies Man work his way up to me. Around 11-mile mark, I saw “1-km to KOM” painted on the ground, and recalled the organizer mentioned about it, so I surged forward again, and I think I got to the point first in my category, but I’m not sure if it’s making any difference. After this, Rice Krispies Man pushed hard and got a little gap on me, which I didn’t work too hard to close for fear of using up too much energy for the last climb. This was a mistake, for Rice Krispies Man had shown that he was a superior descender, and he enlarged the gap to a few hundred yards. However, I wasn’t too worried, because I estimated I could probably catch up to him on the steep climb before the finish.

The downhill section inbound to St. George (26 miles from start) was not pleasant at all. A lot of corners were sharp and covered with newly mowed grass. I don’t think I did well on that part at all. Once I passed St. George, I was anxious to see Rice Krispies Man again, for if I had missed him on the steepest climb, I wouldn’t have had any chance to catch him before the finish.

I went into the steepest climb (30 miles from the start) and saw quite a few riders struggling up the hill. To my happiness, I saw Rice Krispies Man – my strategy had worked! I inched forward to him, and by two-third into the climb, I caught up with him, and I decided to attack! Unfortunately, I was way over my head when I did that, for I noticed my pedaling was getting sloppier once I made it through the steepest section. I tried to find a way to stretch my calf muscles, but I actually caused a cramp in my right calf in the process. I had no choice but to stop and wave to Rice Krispies Man, who was just a minute behind me, knowing that I just missed my opportunity to get the first place. It took me about 2 minutes to get on my bike again, but I had to stop to stretch again after a few yards. I finished the last few miles in an awkward pedaling style – I couldn’t sit down and pedal hard because my calf muscles were threatening to cramp again, but I also couldn’t stand up and pedal hard because my quads were feeling funny. Still, this is my best racing experience in US so far, and I’m really happy with the result.

Jason got this picture of me - thanks a lot!

Really nice picture of the racers with the windmill in the background

Nice chat and race with Ed and Tom from Four Western Maryland Wheelmen.

The winner of Cat 5 - Justin! He is a local resident - riding the St. George loop is quite easy for him.

Personalizing my Rosetta

2009-05-26T10:58:00.017-04:00

Front view

Side view

My Shimano Ultegra shifters jammed after 2 years of use. I found out the new ones would set me back by at least US$300, so I decided to look for alternatives. I saw a pretty good deal on EuroBikeParts - a pair of 2008 Campagnolo 10-speed shifters is only US$110! I had it for about a month now, and I'm very happy with it. I don't think I'll go back to Shimano's anymore.

I decided to tilt my stem upward like a mountain bike, so I can use the drops more often. Some purist might think it is unsightly, but I don't care as long as I feel comfortable and can generate more power. But this comes with a problem - I can't see the readout of my PowerTap computer if I mount it on the stem, and I hate putting things on the handlebar adjacent to the stem. I tried ViewPoint OS Spacebar and Minoura Swing Grip, but they loosen up very easily when hitting a bump. Finally, I found the Winwood Carbon Accessory Bar, which suits my need perfectly. I have the little guy mounted in the way that the PowerTap computer is in line with the stem, and the Garmin Etrex GPS device is slightly on the left side.

One thing I always feel uncomfortable on bike is the inability to see things in the back when I am hammering down a road. I could sit up and look behind, but then I'd have to slow down a bit. I found two products which solve my problem: the Sprintech Dropbar Mirror and the Italian Road Bike Mirror. I do have a complaint about the Sprintech one, though. The ball-and-socket design is too adjustable, and road bumps cause it to go out of alignment. So I cut a piece of foam and stuff it around around the joint to make it more stable. I think I'll give the Italian Road Bike Mirror a try next time.

One major problem of mating Campagnolo shifters with Shimano drivetrain is that the cable pull ratios are different on two systems. There are ways to get around this (please see this article), but I like the use of Jtek adapters the best. It is very easy to install - you just need to take the shift cable out from the rear derailer, trim the outer cable a little bit shorter, thread the shift cable into the adapter and then the rear derailer.

I always think that if a cheaper component works almost as good as the big-brand-name one, I'll take the cheaper one. Here's one example: the Microshift front derailer sold by Nashbar.

My Rosetta originally came with FSA Versa 53/39 crankset. I wanted to try compact cranksets to deal with the steep hills in Pittsburgh, and I thought I could save money by using the same model but with 50/34 chainrings. Because I could use the same bottom bracket, and swap out the compact crankset with the regular one when I need it. However, I noticed later that the square tapered bottom bracket is getting harder to get, and the size I need - 68/110 - is even rarer. I also don't use 53/39 crankset that often. So, I may switch to the newer one-piece crankset in the future.

Another example: the Nashbar F1 saddle. I like a saddle that comes with a center cutout, and the cutout has to extend all the way to where it supports the sit bones. Otherwise, it will feel like as if something is pinching my gentleman's luggage when riding.^_^

I wanted to get a power-measuring device ever since I read about how it could help me with my training. I originally planned to get a PowerTap after saving for a year, but when I saw CTS's advertisement about a 12-month payment plan for a PowerTap 2.4 SL, I couldn't resist.

Pre-ride 2009 Tour of the Tucker County Race course

2009-05-25T18:06:00.004-04:00

Course name: Pre-ride 2009 Tour of the Tucker County Race

Tour of the Tucker County Race Course

Share your bike routes @ Bikely.com

(Met a local saying that Lance Armstrong once did a race on this course - could it be the Kmart West Virginia Classic?)

Date and start time: 05/23/2009; 11:00 am

Location: Thomas, WV

Type/distance: Mostly rolling hills with a major climb at the end; 37 miles in total

Weather: 60-70 degF, a lot of shade on the course

Course condition: Mainly one-lane mountain roads. Lots of ruts and gravel. Quite a few corners are covered with gravel, especially on the right side of the road.

Race goal: Stay in the main group of cat 5 (if there is a separate field)

Race strategy: Stay near the front at the neutral part of the race - expect gaps forming at the long decent to the actual start of the race. Once the race starts, ride at my own tempo to save energy for the last climb. Save about 40% energy for the last climb. Ride slightly below threshold at the first 5 miles, and give it all in the next 0.8 miles. Take a break on the slight downhill after this, and ride hard again on the last 2.7 miles of climbing.

Pre-ride meal:
0530 - Pancakes with syrup (420 kcal); 1 glass of soy milk
1100 - 1 cliff bar, 20 oz of water with 4 scoops of Cytomax

Mid-ride meal :
12 Hammer gels (1080 kcal)
44 oz of water with 4 scoops of GU powder each

What I did well:
1. Using only gels for refueling seems to work

What I need to improve:
1. Leave for the race at 6:30 am instead

2. Carry two 24-oz water bottles - one filled with 2 scoops of sports drink and the other with 4 scoops.

3. Ride at slightly below threshold on the first 4.9 miles of climbing.

4. Do two laps of Sycamore St. (9.92 % for 0.5 miles) next Saturday to get used to climbing very steep hills

Aches/pains/problems afterwards:
1. Bottom bracket starts to creak - fixed

Note:
I woke up at 5 am, and picked up my friend at 7 am. We stopped at Morgantown for a short break, and arrived at Thomas, WV at 10:30 am.

Parking is very limited in Thomas, so are amenities. I wondered how they are going to deal with it on the race day? We started the ride at 11 am. On the descend to the actual race start, my friend and I both noticed how poor the road condition is - plenty of ruts and gravels. Also, the shade makes it hard to see clearly if wearing sunglasses.

The actual race start is in a small town called St. George. It starts out with a short steep climb, but transitions to rolling hills. The course took us back to St. George, and we took the same way back up to where we started the ride.

The ride back up is harder than we thought. Upon post-ride analyses, I noticed that it started with a 1.3% gradual climb for 4.9 miles, shoot up to a whooping 10.44% for 0.8 miles, fell down a little for a few yards, and went up again at 7% for 2.7 miles.

My refueling strategy seemed to work - I felt good throughout the ride. But the amount of water I carried - 44 oz - was barely enough. I think I'll need 48 oz instead.

The famous windmills at the top of the 7-mile climb

Plenty of these open fields along the course

Inside Thomas - a tiny town with two streets

Anti-chain Drop Devices

2009-05-08T16:11:00.004-04:00

Here are the two anti-chain drop devices I was talking about:
Deda Dog Fang Chain Keeper

Third Eye Chain Watcher

They only work with bikes with straight seat tubes, though. So, here’s another device that’s invented by Kristin Armstrong’s husband and coach:
K-Edge Chain Catcher

New Martinsville Road Race - WVRRS #2

2009-04-27T16:17:00.012-04:00

Sykes Ridge Loop

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Note: Partial route

Race name: 2009 New Martinsville Road Race - WVRRS #2

Date and start time: 04/26/2009; 10:00 am

Location: New Martinsville, WV

Type/distance: Mostly rolling hills with a couple steep climbs; 45 miles in total

Competitors to watch: None - first time doing the race and don't know anyone

Weather: 88 degF, little shade on the course

Course condition: Rather smooth considering WV is the less wealthy than PA. Had quite a few corners covered with gravel, though.

Race goal: Finish with the main group

Race strategy: Stay near the front at the beginning of the race, and try stick with the main group on the climb

Pre-race meal:
0530 - 3 Quaker rice cakes with peanut butter; 1 glass of soy milk
0730 - 1 cliff bar
0930 –16oz water with 4 scoops of Cytomax

Mid-race meal :
5 GU gel packs
2*16 oz bottle of water with 4 scoops of GU powder each

Warm-up description:
2 1-min Fast Pedal
1 1-min Power Interval
Endurance ride (150-200 Watt) for the rest of the time
Total 30min

Start-line arousal level(1-5): 5

Results: 4th in Cat 5

Power files start/end point:

What I did well:
1. Hold fairly good position (top one-third of the field) at the beginning
2. Had a good working relationship with 4 other guys – I pulled only a little bit and let the fitter guys do most of the work
3. Finished the race despite getting cramps in both my legs, out of gels and water.
4. Brought my trainer for warm-up

What I need to improve:
1. Endurance – The longest ride I did in the last few month is about 37 miles. I got cramps at about the same distance. There appears to be some relationship.
2. Need to carry more gels – I was out of gels about half-way through the race. I carried two Cliff bars, but I found I cannot eat solid food at all in the heat of the race.

Aches/pains/problems afterwards:
1. Lingering pain in my calf muscles where the cramps occurred
2. Front derailer was bent

Comments on or description of how race developed:
I went to sleep at 9:30 pm the at night before the race, and woke up at 5:30 am on race day. It took me about 45 min to have breakfast and attend to personal hygiene (Actually, I spent most of the time dealing with stomach problem, that’s why I never drink coffee on the race day – it makes matter worse), so if I was going to pick up someone, I would have been late (my friend decided not to come). I need to extend my morning preparation time to 1’30” (+ time to pick up someone) in the future.

I got to the race site at 8:45 am, finished the registration and equipment set-up by 9:10 am, and warmed up on the trainer until 9:40 am. After that, I rode on the road where the race started back and forth and waited for the race to start. The field was smaller than I thought, and I think I was the only guy from Pittsburgh area. The guys from big teams such as Iron City, UPMC and IRMC were all at Tour de Ephrata at Lancaster County, PA. Most people are from Ohio or local area.

Since the field was small, all categories started together. The first 10 miles was on the roads by the Ohio River, so it was a flat and easy ride. And I could hear the group was chatting and laughing, as if it were just a group ride with friends. But about 1 mile before turning onto Sykes Ridge road, the pace picked up. I was about 20th in the position at the bottom of the climb, but I was at more than 300 Watts already, and I couldn’t hold the pace longer than a few minutes, so as the climb kept going up, more and more people were slipping by me. By the time I was at top, most people were gone. At 14-mile mark, a group of four caught up with me, and invited me to join them. The group consists of two riders (one guy is called Tim) are from local bike club – the “Wheelcraft”, a 54-year-old guy, and a big guy from Greene county. We kept doing paceline as applicable, and I tried to limit the length of my pull to be less than 30 seconds, and the intensity to be less than 230 Watts. We lost one rider at about 30-mile mark, which I attribute to the big guy’s pulling too hard at the front and creating gaps quite a few times.

We passed by a water station at about 32-mile mark, but I didn’t get any water because I was behind two guys and they could only give out two cups of water at one time. Around 36-mile mark, we hit a series of steep climbs, and I started having problems. At the top of the first climb, Tim was kind enough to wait a little bit, but my front derailer jammed my chain soon after I joined them, so I had to let them go. After I fixed the problem, I noticed that my leg muscles started to twitch unnaturally and my pedaling was not as smooth as before. Not long after I started rolling again, I got a cramp on my right vastus medialis oblique muscles. It was funny how I got the cramp – I was trying to relax my quads a little bit by straightening and relax my knees, but it did the opposites and caused my VMO to seize up. I probably should try to unclip my right foot and pull my right knee up to stretch, but I feared I might crash from that due to fatigue. After I got the mobility back again, I could hold only about 100 Watts. I got passed by three people during this process, but there’s nothing I could do.

About 4 miles from the end, I got another cramp. This time, it was the left gastronemius muscles. It felt even worse because I had no other leg to help propelling myself forward. Still, I struggled forward with less than 100 Watts and soft-pedaled into the finish line, which was at the bottom of a downhill road section. Not great, but I finished! Looking back at what went wrong, I think I wasn’t ready for a race of this distance. The longest ride I’ve done in the past few months is about 37 miles. Although I was out of Gels and water at the same time, I don’t think they would help.

Starting by the Baristas cafe

Somewhere in New Martinsville (I am at 6th place)

Rolling hills - just like Pittsburgh area

One of the many steep hills

Mingo Creek Race Series #1

2009-03-29T18:08:00.003-04:00

Note for the photo: Recreation of the condition on the race day

Race name: 2009 Mingo Creek Race Series #1

Date and start time: 03/29/2009; 10:10 am

Location: Vicinity of Mingo Creek Park;

Type/distance: Rolling hills; 6 laps = 28.3 miles

Competitors to watch: None - first race and don't know anyone

Weather: 48 degF, freezing rain turning into cloudy

Course condition: Mostly clear of debris, but slippery due to rain

Race goal: Finish with the main group

Race strategy: Stay near the front for the first two laps, and try breaking away in the third lap

Pre-race meal :
0600 - 3 Quaker rice cakes with peanut butter; 1 glass of soy milk
0930 - 1 cliff bar

Mid-race meal :
2 GU gel pack
16 oz water with two scoops of GU powder

Warm-up description:
2 full effort 15-sec sprint
Endurance ride (150-200 Watt) for the rest of the time
Total 30min

Start-line arousal level(1-5): 5 (mostly due to cold)

Results: #32/45 (1:40:16)

Power files start/end point: 40"32/1'36"04

What I did well:
1. Making check lists for race kits really help putting me at ease. I had one of the best sleep last night.
2. Being prepared for worst weather really helps. I brought rain jacket and booties, and they prevented me from fainting due to cold
3. Staying in and finishing the race despite the cold
4. Catched two guys during the race

What I need to improve:
1. Didn't expect the freezing rain would soak through my full-finger gloves and cause numbness. An extra shell besides the full-finger gloves may help.
2. The Gel-Bot didn't work as I hope, and I couldn't get food when I wanted.
3. Improve strength to climb short-steep hill better

Aches/pains/problems afterwards: None

Comments on or description of how race developed:
I was one of the first few people who got there. I went throught the registration process in a few mintues. As I was about to get dressed and take my bike out for warm-up, it began raining heavily. I tried to ride hard a bit to get my core temperature up, but the freezing rain seemed to sap my energy and I couldn't stay warm.
The rain seemed to cause the organizer some problems, too. They were ten mintue late to start the race. The Cat 1-3 rolled out ahead of us, and five mintues later, it was our turn. While waiting to start, I couldn't help but shake all over from the cold. My fingers felt worse - I could hardly move them, let alone shift properly. People around made fun of me, and said I should get more body fat (My body fat was measured at 8% with BodPod recently).
There was a short climb about 100 yards from the start line, and I was among the first 20 people at the top of it. And then there was a relatively flat portion. At this point, I noticed my PowerTap computer went into sleep mode while waiting for the race to start. Silently cursing, I fumbled with the buttons with my numbed fingers and made it start to work again. Soon afterward, we approached the major climb on the course, and I started to have trouble. I couldn't stay seated and mash the pedals at slow cadence, for if i did so, my muscles would get cramped. And my hands were so numb that I couldn't stand up and try to catch up with the other people. So I watched the main group rolling away helplessly. I didn't expect the competitors to be so fit. Ninety percent of the racers stay with the main group throughout the race.
Starting the 2nd lap, the main group was already out of sight, and I couldn't find anyone to work with me to try to catch them. So, my main goal for the rest of the race was to time-trial at my sustainable power output (200-210 Watts) and hoped that I wouldn't get lapped. I also tried to stand and crank out as much power as I could on the major climb on each lap, because I know that's what the main group would do. At the 5th lap, I noticed that I no longer could stand and pedal on the major climb, so I held back. During this lap, I got lapped by the Cat 1-3 group. On the last lap, I felt so tired, I didn't have the energy to sprint for the finish line. But nevertheless, I felt happy that I was able to finish the race despite of the miserable condition.

Is There a Life after Death?

2009-03-28T15:54:00.003-04:00

I am probably the person with the poorest health in my family, because by the age of 29, I already have surgeries which requires general anesthesia four times. Anesthesia sleep is the most peaceful sleep I have in my life, which makes me wonder if death is just like this - a very very long peaceful sleep? I find this notion very appealing - no more emotions, just peace.

I have to admit I considered committing suicide many times after my first life-changing knee injury - I imagined all the things I could do but is now impossible due to the injury, and I got frustrated. However, I believe all children have responsibility to their parents. For most children, the responsibility is to take care of their parents financially when they grow old. Although my parents probably won't be needing this, and they probably can hire someone to help them with activities of daily living, I think one of the major happiness they get from having my sister and me is to see us lead a happy life. For this reason, I can't die yet.

But if I should die, I hope it will be a fast process - no lingering pain - and like someone who suddenly turn all the lights off in a room. Also, I hope people who are close to me, especially my parents, will not be too sad if I die prematurely. I want them to know I am finally in peace, quoting the words of Yoda: "Rejoice for those around you who transform into the Force."

What's too Risky?

2009-03-28T15:00:00.004-04:00

My aunt sent me this piece of news recently , which prompts me to write this article.

Taiwanese parents tend to be too protective of their children. They always want their children to be on the safe side in many aspects of life, such as choice of career, friends, even hobbies. In terms of career, most parents want their children to become either doctors or lawyers, as if they are the only careers worth choosing. For choice of friends, most parents encourage their children to be with students with top grades, and stay away from those who know how to have fun. Lastly, most parents encourage their children to pick "classy" hobbies, preferably indoor ones, such as playing musical instruments. And although sports as a hobby is acceptable, they don't want their children to master the sports, because they think being a good athlete means the person must be a bad student. For sports involving a little more risks, such as cycling, they find it unacceptable. Bicycle racing - it's out of the question.

I admit cycling involves more risks from falling, and even more so in bike races. But the most common injury is road rash, not life-threatening injuries as people perceive. There will always be risks in your life, and bad things do happen no matter how hard you try to prevent them. For example, I saw in the news that a pedestrian was hit and killed by car driven by a drug addict. There was nothing she could do to prevent that. But does this prevent people from going out in the street and doing their business every day? No, because they don't let fear control their life.

Bicycling is the only sport I could do and do well, and I draw inspiration from doing races and train for them. Without it, I am but an empty shell without a soul. I hope my parents will understand this some day, so I can share my joy and excitement from doing bike races with them, instead of hiding this from them.

So, what's too risky? It all depends on how you view your life. If you want to be on the safe side all your life, and still can be happy, that's fine. But for me, I know if I don't do bike races, I know I'll be very sorry when I reach old age.

Pre-ride Mingo Creek Race Course

2009-03-23T19:28:00.015-04:00

Mingo Race Course

Share your bike routes @ Bikely.com

The start is on the Valley View Rd near Sugar Run Rd. Immediately following the start, there's a sharp uphill turn. Therefore, you want to start near the front to avoid the bottleneck caused by it.

Sugar Run Rd turning on to Sundust Rd: This corner is very technical. I turns about 90 deg and features a drop-off. It will be a peloton destroyer if the surface is bad.

The first left hand turn on Sundust Rd: Watch out for loose gravels on the right side of the road!

The start of three consecutive steep climb: About 1.2 mile from the start, you will see a pond on the left hand side of Sundust Rd. You should try moving toward the front if you can't sprint up the climb as fast as others to minimize ground loss.This is the only real hil, but its a double-deck hill, so you get to rest a little between the climb. However, I felt I was slowed to a crawl at the top of each climb, even though I was using 50*27 gear.

Green Valley Rd turning on to Gilkeson Rd: This corner is very technical. I turns about 90 deg and features a drop-off. It will be a peloton destroyer if the surface is bad.

Green Valley Rd turning on to Gilkeson Rd: When we were there, the corner was covered with loose gravel.

Patterson Rd joining Valley View Rd: The stop sign and the narrow bridge is where your position counts. You want to move to the front before this because one you pass this, it is very difficult to get to the front due to the turn and the narrow road.

The view of the last few feet in front of the finish line

Finish line view from the opposite direction

0826workout

2008-08-26T17:28:00.002-04:00

Today is my first day at class. It is also the first day I try having workout, lab duty, and classes in one day. The scedule looks like this: 4:50 am - out of the bed; 5:30 am - heading toward my lab; 5:50 am - arriving at my lab; 6:10 am - starting my workout; 7:10 am - end of my workout; 8:00 am - starting to work; 1:00 pm - classes; 4:00 pm - end of classes; 5:00 - 7:30 pm - dinner & personal stuff; 9:00 pm - going to bed.
I feel OK at the end of the day, but bike commuting may not be possible with the increased exercise intensity in my workout
Also, I should get up at 4:30 am, so as not to bother my colleagues that much - they usually start working at 7 am.

Sleep Quality 7

CYCLING Task: EnduranceMiles
Duration: 01:00:00 Time
Heartrate Range: 86 to 156
Power Range: 108 to 181
Cadence: 80-100
CYCLING Specific Task: MuscleTension
Number of Sets: 1
Number of Intervals: 3
In Time: 00:08:00 Time
Recovery: Intervals: 00:08:00

Cadence: 50-55
CYCLING Specific Task: FastPedal
Number of Sets: 1
Number of Intervals: 3
In Time: 00:01:00 Time
Recovery: Intervals: 00:02:00

Cadence: 100+

Allen Hunter's Seminar on Power Training

2007-11-11T17:03:00.000-05:00

I went to Hunter Allen’s seminar last Saturday. He was the co-author of the book called: “Training and Racing with a Power Meter”. After reading Joe Friel’s Cyclist Training Bible numerous times, this book serves not only as a supplement, but also provides a lot of new ideas in terms of training. That’s why despite the hefty registration fee, when I heard he’s coming to Pittsburgh to give a seminar, I couldn’t give up this opportunity.

My first impression of Allen Hunter is, “my, this guy looks like a business executive on the Wall street”. However, as I listened to his speech, I was deeply drawn, although my interest in the topic was also a factor. I think the reason of his success at presentation could be the following factors:

Did not linger on one slide for too long: He didn’t spend more than one minute on one slide on average, even though some slides are overwhelming. This also made the pace of the presentation flowing.
Relate himself to the audience: He referred to the terrain and the Thrift drug race in Pittsburgh a couple of times, and it really made the audience pay attention.
More bodily movement, but not excessive: One of the common guideline in giving good presentation is to refrain from doing some meaningless bodily movement, such as scratching your face. But good bodily movement actually makes the presentation livelier. When referring to some experience during his rides, he would similar a riding position – waist bent, hands holding a bar. And this really made us being able to share his experience better.
Change of tone: I was notorious in this aspect. More than once I was told by my audience that my voice was so flat that people were falling asleep because of it. Hunter would occasionally change his tone to that of a BBC news narrator to stress something he thought ridiculous.

More on what I’ve learned in the seminar later…

How to Stop the Chocolate Rain?

2007-10-28T13:19:00.000-04:00

Hello, it's me again - Gordon. But right now I feel like CHAD VADER - trying to be someone in control but failed miserably. Why am I saying this? That's because I could see the long-hard road ahead of me as a sports medicine researcher, but I feel like I can't do anything to make it smoother. I had a discussion with a junior faculty in the school, for the job market in this field in US. He described how difficult it is. How hard? Let's put it this way, it's like being in a large company like Microsoft, and you are working your way up to become the CEO.

Tony, an accomplished PhD student in our lab and a very promising sports medicine researcher, told me how a license in clinical field such as athletic training and physical therapy could help me secure more jobs. There are different levels of research institutes in US. Level one institute means a position which you could do solely research and have no teaching responsibility, but these positions are VERY VERY competitive and hard to come by. There are a bit more level two institutes, but they require employees to teach classes. Level three institutes are more numerous, but need employees to do not only research, but also teaching and clinical works. And this is where clinical licenses become very handy. They translate to more job opportunities and places where you could fall back.

I talked to Anne, my fellow master student and a very good physical therapist, about applying for PT license in US. She said she had already explored this possibility because she originally wanted to apply for a PT master program and work in clinics to pay for her tuition. And her inquiries turned up negative. It seems most physical therapy boards in US adopt a policy to protect graduates from native physical therapy program, and physical therapists trained in foreign countries have to take a lot of make-up courses, even though they may have took similar ones already back in their countries, to be eligible to take the board exam for license. These make-up courses are so numerous that it might be easier just to do the whole undergraduate program again. However, I don't really care about doing clinical works anyway. From my experience during PT internship, I had to stretch my nerves to the point of breaking every day from interacting with patients, and by the end of the week, I just didn't want to be near any human beings. I just don't see myself working as a clinician in the future.

I understand a lot of people have no choice but to do the jobs they don't fit in. For example, a lot of MD students switched their profession to math, arts, or something totally unrelated to medicine, once they got their MD license and worked enough to pay for their tuition loan. I must be very grateful to my parents for allowing me to skip this process, but now I have to face the reality - this is going to be an uphill battle.

Now I feel like singing Chad Vader favorite song - "Chocolate rain" with my own lyrics:
" CHOCOLATE RAIN!!!
I went down a road filled with obstacles.
CHOCOLATE RAIN!!!
I don't see any way to make it easier.
CHOCOLATE RAIN!!!
...
...
...
Tell me how could I stop the chocolate rain,
CHOCOLATE RAIN!!!"

P.S. Watch the full episode 1-8 of Chad Vader at Blame society film

How Bicycling Change My Life - Looking toward Future (Part II)

2007-09-30T18:02:00.001-04:00

The Phily race was the last race I've done in 2007 - actually I've done only 2 races this year. I have to admit doing collegiate races just don't fit my schedule at all. I don't have the luxury of time to do consecutive race weekends in places which take 7-8 hours of driving. The only way to get around this is to do USCF races, but then there are only a couple of them around Pittsburgh, and I won't be able to get club support, such as transportation. This means I'll have to buy a car.

Several factors come in the decision of how to prioritize my goals as well. I still need to perform my primary duty well enough, so that I can find a job which can support my racing, preferably in US. Now why do I want to stay in US? I believe to fully develop my racing potential, I need to be in a place where racing system is more structured. And I am less likely to find a job in sports medicine back in Taiwan, too.

As people I've known at my age are getting married or at least have girl friends, I also wondered if I am an oddball for not doing the same. It's not that I don't enjoy the company of an attractive girl, it's just that I don't think things will go well from the types of girls around me - so why bother wasting the time? I've learned this from my pursuit of a law school girl. At first I really thought I might be able to work something out between time spending with the girl and riding, but then in the end it's just too much for me. And I also consider myself as I guy who have problem managing my time well, so before I can take care of myself better, I don't think I am good for anyone.

Considering these, my first objective for 2007-2008 is to attain my master degree in Sports Medicine. I should, and only if I get my thesis completed, be able to continue for PhD in Pittsburgh. I will then get a car, which will give me more options in terms of racing.

Nevertheless, as I see to the future, I can picture myself continue training and racing my bikes. I wish I could ride up the Alps in my 90s, or at least be like the guy below.

How Bicycling Change My Life - a Revision of my Past (Part I)

2007-09-30T15:39:00.001-04:00

I presented "Bike fitting and Performance Testing" to the Panther Cycling Club last Thursday. It's really nice to have the opportunity to present my enthusiasm to people. Also, while preparing my slides, I added a section of my bibliography, which allowed me to looked into the past and saw the future.

I had never thought I would embrace cycling as a lifestyle until I got a meniscus rupture at 1998, which limited my physical activities to non-weight bearing exercises. Before that, my favorite pastime was playing PC games. Now when I look back at that period, I really wish I was riding bikes instead of sitting in front of computers all day. But then, if it wasn't my knee injuries, I probably wouldn't have picked up cycling at all. So, I guess I have to be grateful of my knee injuries.

I was luck enough to have a bicycle club in my school during my undergrad. I learned to love cycling as a lifestyle through the influence of the club members, especially in terms of using bicycles as means of traveling. I did a 12-day 750-mile bicycle tour around Taiwan in my second year of undergrad, and it still remains as one of my fondest memory.

As fun as bicycle touring was, something seemed missing when I compared it with playing PC games. Playing PC games gave me a measurable goal and exhilaration when I attained it, especially when I was feeling frustrated with my "primary" duty - schoolwork. I realized I had to get a replacement for this aspect of my life. The solution was given to me during my summer session at Berkeley at 2002. I brought my bike with me to ride with the Berkeley cycling team - as you can see, I already felt the need to be with my bikes wherever I went. Under their encouragement, I joined the first race in my life, and crashed! But I started to love racing and training.

After I went back to Taiwan, I started doing as many races as I can, with some success. Several of my friends and I also started a racing team called "EUAQ", which I am really proud to be one of them.

2003 Race of North Coast

2004 Mt. Ba-Tur Race

2006 Race of North Coast

2006 Tour of Eastern Taiwan

2006 Mt. Ta-Tun race

Running with Individual Body Armor (IBA)

2007-09-23T16:45:00.000-04:00

Boy, was that heavy! I was doing this as part of the pilot data collection for our DOD project. That IBA was about 21 lb in total, which may not be much, but when you were doing a VO2max running test with that thing on, it really made it a lot harder. My lactate level was about 6 mmole throughout the test, and the time to fatigue was 9 min shorter than when not wearing the IBA.

My niece and I at the Yellow Stone park

2007-09-02T21:07:00.000-04:00

On the Use of Training Video

2007-01-15T15:17:00.000-05:00

Dear All:

For those who ventured out riding during rain, I salute you! But for me, if I look out the window and see more than 10 ripples in a rain puddle, I’d ride indoors instead. Because I know if I go out and ride in that weather, I’d get soaked before I warm up, and hinder the quality of training.

As my lab has a fix office hour of 8 am to 5 pm, I can never train in the day time, except if you count bike commuting as training. So I am always training on trainers. In fact, I feel this helps improve the quality of training in that there isn’t any interruption during intervals. For example, the M2 workout described by Cyclist’s Training Bible requires a course where you can ride continuously for 6-12 minutes. I think it is possible to do that around Schenley Park, but for those who live farther it’d be problematic. Also, even on a course like that, you still have to spare some energy to look out for traffic, which prevents you from going all-out (unless you’re a never-check-the-traffic daredevil).

So how’s this related to training video? Well, doing intervals is never fun – it takes a lot of motivation to do it. I used to watch Tour de France when doing intervals, and it’s not just for watching the action, the audio – especially the cheers from the spectators – really boosted my stamina. Recently, I bought a combo of CTS training video, thinking they may work better because they are – training videos! However, after looking at the details of the training sessions, I feel they are only suitable for the training phase around Base 3 and Build 1. Because the interval time is too long for Base 1-2 and too short for Build 2. For example, the Steady State Intervals (equivalent of M2) prescribed in Climbing DVD is 10 minute effort with 5 minute recovery, but when I started doing intervals at Base 2, I was having problem with even 6 minutes! And for Build 2, I’d like to do 20-40 minute effort instead of just 10 minutes. Because of this, instead of following the sessions in the video, I just trained with my own programs and used the video as motivation. Interestingly, I found the instruction of Chris Carmichael quite encouraging, especially when he asked people to envision coming near the summit at the last few minutes of intervals.

Therefore, my suggestion about using training videos is that, depending on the training programs in the videos and the fitness of the users, it may not be suitable for everyone. I think it is critical that you know what and when you are during the seasons, and adjust your training programs accordingly. I once skipped the Base periods and worked directly from Build periods because of a race coming in less than 1 month, and found myself having hard time adapting to the training. Don’t make the same mistake as I did.

P.S. For those who don’t know about the training periods, please see below:

匹茲堡的多事之秋

2006-12-31T10:34:00.000-05:00

感謝許多關心我的朋友. 過去三個月多真是多事之秋, 因此未能和大家報告我的近況. 正逢聖誕節和新年, 將我的狀況整理和大家報告. 也祝大家佳節愉快!

1. 傷後復原狀況

我在匹茲堡大學sports medicine master program of School of Health and Rehabilitation Science的第一個學期可說是驚濤駭浪 – 倒不是成績不好, 而是碰到不少倒楣的事, 但是也有一些令人十分振奮的消息.
甫到匹茲堡的第三天(8月3日), 就因早上起床滑了一跤, 右膝半月軟骨又再度破裂(第三次了), 不得不緊急搭飛機返台動手術, 休養了2週, 在開學前回到匹茲堡. 於就學前, 我已準備好碩士論文的題目-兩腿不等長對自行車騎乘的影響, 本來預計以我的國科會大專生研究計畫的成果作為背景, 和匹茲堡的老師略討論一番, 即可著手進行, 但是他們認為以人工產生兩腿不等長的意義不大, 但是要找到有實際兩腿不等長的自行車選手又不可能在短短兩年內完成, 所以勸阻我繼續這個題目. 我又找了另一個題目 - 自行車騎乘動作分析的性別差異, 本想說這個題目在跑步的動作分析上具有相當意義, 可以顯現為何女性有較多的膝關節傷害, 但是匹茲堡的老師在略為回顧過去實驗室收集的資料後, 認為找到顯著差異的機會不大, 又勸阻我進行這個題目. 鑑於我的兩個題目都不可行, 匹茲堡的老師提供了我一個可能的題目: 脊柱於自行車騎乘的生物力學分析. 目前我正在回顧過去的文獻, 希望能夠成功地進行這個題目.
儘管碰到這些令人喪氣的事, 這個學期我也有許多收穫. 雖然撐著拐杖開始我的碩士生涯, 但是所幸實驗室旁就是物理治療室, 在實驗室”下班”之後我都會到物理治療室做復健, 因此很快地不到一個月, 我又再度回到自行車上, 除了通勤之外, 也騎遍了匹茲堡附近的山丘 – 匹茲堡不像紐約放眼所見只是高樓大廈, 其周圍有許多草木蓊鬱的丘陵, 因此騎自行車不需多久, 即可逃離繁忙的都市環境, 所以我很高興我選對了地方. 匹茲堡sports medicine center的骨科物理治療室氣氛和台灣很不一樣, 鮮少看到治療師用儀器, 絕大多數都在教病人做運動, 而病人不論是20歲的運動員, 還是60歲的老婆婆, 都十分認真地做運動. 在學業上, 我也表現地還不錯, 都有A. 但是最令我感到高興的, 是爭取到下個學期的獎學金 - 學費全免外, 還有些許的助學金. 匹茲堡的老師說這是因為我這個學期課餘都在實驗室幫忙, 所以他們願意給我這個機會.

2. 個人興趣和成就的平衡

自從8年前半月軟骨破裂以來, 騎自行車一直是我的精神力量之泉源. 當然, 家人和朋友的經濟支援和鼓勵是不可或缺的的. 要不是家裡能夠幫我找到最好的醫生及支應所有的開銷, 恐怕我一直都過著撐拐杖的日子. 但是, 當我獨處時, 唯一能夠讓我忘卻自己已經是半個殘廢 – 不能跑跳, 以及參與絕大多數的運動 – 的東西, 就是騎自行車. 騎車, 是我每日的必須, 就像是讀聖經和禱告一般, 讓我的心靈得到滿足, 而我的教堂是在大自然, 我和我騎車的朋友每週末都參與大自然的教堂, 讚頌健康與自然. 這也是為什麼來到匹茲堡之後, 我仍然盡可能不論晴雨地騎車通勤 – 它讓我每日維持樂觀的心情.
然而, 人的一生不能只心靈平衡而已, 必須不斷有更高的理想去追尋, 才覺得不虛此生. 然而, 我的性情遲緩易安, 需要時刻提醒自己才不至於溺於舊習. 我想, 公路車訓練與比賽對我的功用正是為此, 如同<韓非子-觀行>: “董安於之性緩，故佩弦以自急”, 我以訓練和比賽作為我的”弦”. 這是為什麼呢? 因為在訓練時, 我每週必須增加訓練量的10% - 15%, 又, 為了在比賽前達到體能的巔峰, 必須每週, 每月的訓練計畫. 這些都提醒我, 要時時刻刻為目標及理想而努力. 而學業事業何嘗不是如此?
不過¸ 我知道我的體能並不足以在公路車競賽上有出類拔萃的表現, 因為即使我的膝蓋在騎車時並不像在做其他運動時那麼不適, 它還是有些問題存在, 影響我的出力, 特別是重檔位爬坡時特別明顯. 所以, 想要靠公路車競賽維生是不可能的, 即使我的膝蓋沒問題, 我的心肺功能也不足以達到職業水準 – 最大攝氧量不過比一般大專生高個10 ml/kg/min. 因此, 公路車訓練與競賽固然對我十分重要, 我所追求的學業及事業更是重要. 畢竟, 有了穩定的工作, 才能支應我訓練和競賽的開銷. 在匹茲堡的實驗室幫忙了一個學期, 我更覺得運動生物力學的研究工作對我最有吸引力, 今後也會繼續往這個方向努力. 此外, 我要在美國繼續攻讀博士, 並在博士後於美國找研究工作或教職. 因為來到這裡, 我才發現台灣的體研所的實驗器材至少比美國落後了10年, 很難在研究上有所進展. (我們實驗室的360度環場圖 – 很先進吧! 一台computrainer, 一台Velotron, 甚至有一台腳踏車專用的”跑步機") 對我而言, 恐怕回到台灣代表學業事業的失敗. 再者, 我希望回到台灣時, 不僅是發表過許多論文於知名的雜誌上的運動科學家, 同時也能提供台灣的公路車競賽環境許多幫助. 對於後者, 我想我需要至少10年的參賽及幫忙舉辦比賽的經驗才能達成 – 這更加深了我留在美國的企求.

3. PCC's 公路車技巧練習

這個學期, 我現在的車社 – Panther Cycling Club – 為了幫助社員準備明年春天的大專盃公路車競賽系列, 辦了連續一個月的公路車技巧練習, 每週一次, 每次約一個半小時. 舉辦的地點號稱是全賓州最棒的場地 – Washington Oval – 一個約1公里/圈的自由車場, 中間還有草地可供碰撞技巧的練習. (google map輸入經緯度: 40.474456531167, -79.908328056335) 我固然讀過Harrison (2004)和Baker (2004)關於公路車技巧的書, 並試著用在帝大水族車隊的團練上, 但是儘管這兩位作者寫得再詳細, 還是不如實際觀看別人如何領導公路車技巧練習. 事實上, Panther Cycling Club的幹部們領導地比我好太多了, 他們一點一點地介紹各種技巧, 並逐漸增加難度, 所以大家都沒有不適應的問題. 其中我覺得最重要的是”碰撞”的練習, 因為絕大多數的新手在比賽中和其他選手輕微接觸時都會有過度反應的傾向, 而導致失控摔車. 此外, 過彎技巧也是許多新手缺乏的. 大部份的新手都只知轉動把手至前進的方向, 但是比賽中絕大多數都使用所謂”逆向操舵”的技巧, 以達到快速變換方向之目的. 最後, 輪車技巧是大家最熟悉的, 但是也是最被質疑其用途的. 因為, 在比賽中由於隊友體能的差異, 常常導致同隊的四散各處, 無法達到合作目的, 許多人因而質疑輪車技巧沒有用處. 但是Panther Cycling Club的社長Dan說, 輪車技巧不只是練團隊合作而已, 最主要是幫助新手習慣在比賽中和人肩並肩, 輪接輪的騎乘. 我覺得他說的非常有道理.
練習的內容如下:

1. 輪車練習
a、單排輪車 (single paceline)
4人一組, 領騎的人在繞圈一半的地方換首, 換首的方向可為順時鐘或逆時鐘. 維持15 mi/hr的速度直到所有人都熟悉這個技巧
b、雙排輪車1型 (double paceline type 1)
6人一組, 排成兩列¸ 每列各3人. 領騎的人在繞圈一半的地方換首, 換首的方向在左列者逆時鐘, 右列者順時鐘. 維持15 mi/hr的速度直到所有人都熟悉這個技巧
c、雙排輪車2型 (double paceline type 2)
不限制人數, 排成等同數目的3列, 領騎的人在繞圈一半的地方換首, 換首的方向在最左列者逆時鐘, 最右列者順時鐘. 維持15 mi/hr的速度直到所有人都熟悉這個技巧

2. 碰撞技巧
a、兩人並騎
兩人一組, 肩膀與手肘互碰並行. 如果其中一人被推離時, 他應該用他的肩膀和手肘抵抗所受的力量並保護他的把手. 這個技巧必須在柔軟的草地上練習, 以免跌落時受傷. Youtube.com有一段影片可供參考: Boston Beanpot Skill Clinic (練習時並沒有要刻意把對方撞倒, 不要被誤導了)
b、兩輪交錯
兩人一組, 一人的前輪和另一人的後輪交錯. 試著在碰到另一人的後輪時維持控制, 把手轉向對方的後輪, 而不要被其後輪推向另一方向. 這個技巧必須在柔軟的草地上練習, 以免跌落時受傷.

3. 過彎技巧
a、普通過彎
以一個中等的速度進彎, 轉動把手向過彎的方向以完成過彎. 每個人都應保持一個適當的距離, 以確保能夠在緊急時能夠完全停止而不會撞到前一人. 這個技巧應在一個90度的彎道練習, 且左彎右彎皆須練習. 練習前檢查彎道是否有障礙物並移除之.
b、逆向操舵
以更快的速度進入彎道(比賽中絕大多數如此), 將車身傾向過彎的方向, 把手稍微往反方向轉, 身體重量放在外側的踏板, 且外側的踏板應在最低的位置, 完成過彎. 這個技巧應在一個90度的彎道練習, 且左彎右彎皆須練習. 練習前檢查彎道是否有障礙物並移除之. 練習者在適應一個速度之後應試著再用更快的速度過彎.
c、雨天過彎
以一個中等的速度進彎, 車身稍微往彎道的反方向傾側, 座墊些許頂住彎道外側的大腿, 轉動把手至彎道的方向, 身體重量稍微放在彎道內側, 兩個曲柄平行地面, 完成過彎. 如此可增加輪胎和地面的接觸, 以避免輪胎在濕滑的彎道中打滑. 個技巧應在一個90度的彎道練習, 且左彎右彎皆須練習. 練習前檢查彎道是否有障礙物並移除之.
d、兩人過彎
兩人一組, 肩併肩地進入彎道. 在彎道內側的人應喊: “內側”, 外側的人應喊”外側”. 這避免對方突然轉入自己過彎的途徑.

公路車競賽舉辦手冊-翻譯

2006-07-17T07:06:00.000-04:00

資料來源:Collegiate Cycling of USA Cycling

　　　　　　　　　　　目錄
譯者序
第一章: 賽前準備
賽季排程
義工及其工作
競賽模式選定
預算
賽道選定
計畫時程
贊助
宣傳及傳媒
宣傳單
報名手續
工作人員
裁判人員

第二章: 競賽當日
競賽當日之器材及建議
賽道準備
競賽車輛
競賽成績

附錄
附錄A: 預算表範例
附錄B: 給贊助廠商的信
附錄C: 競賽計畫
附錄D: 給當地居民的宣傳單

註: 這個指引的目的是幫助大學公路車隊舉辦有趣,安全,而成功的公路車競賽. 大學公路車競賽的舉辦常面臨一個特殊的問題, 即是大學公路車隊的成員每隔幾年將離開, 所以傳承舉辦比賽的資訊是相當困難的. 手冊應該能幫助新成立的或現有的車隊了解舉辦競賽的必要手續. 同時, 記下那些辦法有效或無效, 可以對往後舉辦競賽時提供相當有價值的參考.
這本手冊大部份的資訊來自MIT, Tufts及其他東部大學公路車隊的筆記及email. 他們的協助是無可取代的.
請不吝對這本手冊的作者提供評論, 建議, 或任何對於大學公路車競賽或車隊有益的資訊(請見底下). 如此我們都能因競賽的舉辦越來越優質而受益!
USA Cycling-Collegiate Cycling: 1 Olympic Plaza, Colorado Springs, CO 80909
TEL: (719)866-4856 Email: info@collegiatecycling.org Web: http://www.collegiatecycling.org

譯者序

　　2006世足賽結束, 想必又有許多人在怨嘆, 為什麼我們總是在為其他國家的球隊加油? 什麼時候才能在世足賽中看到中華民國的球隊? 事實上, 早在2002世足賽時, 陳總統早已宣佈2003年為足球年, 並撥給一億元的資金發展足球運動. 但是問題並不是這麼簡單, 體育向來不是我國政府重視的一個領域, 每年體委會獲撥的金額不過20億, 和其他部門動輒幾百億的經費完全無法相比, 又得平均分配於下屬的幾百個運動協會, 所以每個協會能運用的資金不過千萬而已.
　　然而, 即使獲得較多的資金補助也無濟於事, 2003年足協獲得一億元資金後, 2004年馬上資金中斷, 這樣如何繼續推動足球運動? 又, 台灣那來那麼多人喜歡足球? 世足賽完後, 還多少人繼續關心足球運動? 這完全是媒體炒作和台灣人愛湊熱鬧的心態, 而政府只是做秀迎合流行而已. 要說運動人口, 自由車項目還要勝過足球. 足球在全國不過8隊而已, 而一場公路車賽參加人口已超過1000人, 而每年還持續增加. 台灣的自由車價格和其他國家比起來可以說是相當便宜的, 而地形變化又相當豐富, 有平地, 丘陵, 高山, 因此說起來發展的潛力可以說相當雄厚. 而這可以從休閒騎士這幾年大幅增加的景象獲得印證. 然而, 要把一個運動發展至主流運動, 除了提昇休閒運動的人口外, 也要推動職業競技運動.
　　可是, 職業運動要有大量的資金投入, 而我們從前面足球運動的例子可見, 不能倚賴政府. 職業運動必須有廠商贊助, 但是廠商憑什麼提供贊助? 一定是有大量的觀眾群, 讓廠商能夠藉由這個機會增加其曝光率. 可是就自由車運動來說, 觀眾群仍太少, 而絕大多數的國民對這運動亦不甚了解, 要到職業運動的程度仍嫌太早. 因此, 我們必須增加業餘自由車競賽的場次, 使得更多民眾能夠參與, 甚至投入其中. 目前國內主辦業餘自由車競賽較有規模的是中華民國自行車騎士協會, 但是以其4名工作人員, 能夠辦到每月一個賽事已是最大負荷. 而各地協會主辦比賽不但主為青少年選手選拔, 場次及水準也遠小於騎士協會的比賽. 所以唯一能改進這個現況的, 就是各地的自由車俱樂部. 全國的自由車俱樂部應不止10個, 如果都能每年舉辦一場賽事, 其數量加起來也是相當可觀的. 甚至透過俱樂部比賽, 可以進行選手能力的分級, 使優勝者才得以參與騎士協會的全國大賽, 如此可以讓全國大賽的安全性和可看性更往上提升.
　　我認為當北中南的自由車俱樂部都能夠辦起至少一場自由車競賽, 能夠吸引許多旁觀的民眾, 幫助更多人了解這個運動, 感受比賽的刺激, 並能得到附近居民商家的支持-有旁觀的民眾和他們消費, 商家才不會抱怨妨礙他們生意-而能招攬更多廠商贊助, 這時候就有可能發展自由車職業運動了. 在這時候, 青少年選手不會只為升大學而練, 結果升上大學反而練得不勤; 甚至升大學也沒那麼必要,因為他們能夠透過職業車隊的薪水養活自己. 有了職業車隊和比賽, 選手就能更上一層樓, 向世界級選手看齊.
　　不過這又會面臨一個難題, 那就是青少年選手的父母是否支持. 我們都知道, 我們的上一輩都抱有只有功課不好, 不喜歡唸書的學生才去參加校隊之扭曲觀念. 其影響之大, 導致我們這一代許多人都覺得當選手彷彿人格就受損一樣, 更不會去支持自己的子女參加競技運動. 事實上, 當選手並不會使學生的成就減少, 反而能使其有更多的發揮空間. 例如滑冰皇后關穎珊, 她從8歲就開始當選手, 拿過9個美國冠軍, 5個世界冠軍, 2個奧運獎牌, 但是其學業成績亦十分優異, 初中成績達GPA3.9, 高中平均成績GPA 3.6, 更就讀美國數一數二的大學UCLA. 體委會黃副主委說: “在國外, 小孩父母碰面往往會問, 你的小孩從事什麼運動? 可是在台灣, 小孩父母碰面問的確是, 昨天那支股票怎麼樣? 所以根本上社會觀念就不同了.” 如果絕大多數的父母都不支持子女參與競技運動, 那麼我國的選手群就永遠是那麼一小撮, 很難尋得足夠的菁英選手組成職業隊伍, 更別提和國外選手競爭了.
　　因此我認為, 強化俱樂部辦比賽的能力, 同時也要吸收更多的壯年選手參與賽事. 而壯年人不僅是經濟或人脈上都較青少年有力, 因此必須由壯年人領導俱樂部辦比賽. 令那些為人父母的人的參與賽事, 可使他們了解當選手不僅不會對學業事業有負面的影響, 反而是相輔相成的. 當身體練好了, 做起什麼事都能做得持久, 做得完美. 可惜的是, 國內對辦比賽的資訊十分貧乏, 所以許多人很難跨出這第一步. 因此譯者希望透過翻譯這本小冊子, 幫助大家打開心結. 更希望有有志之士參考這本小冊子寫出台灣自己的比賽舉辦手冊.
　　最後, 譯者期許自己在美國求學, 不僅能以優異的成績拿到博士學位, 同時亦於公路車賽晉級至Category 1的等級, 且有機會參與主辦比賽的過程. 希望回國後能將所學貢獻給台灣.
　　　　　　　　　　　　　　　　　　黃宏鈞 2006/7/17

賽季排程

　　大學公路車競賽之賽季是在春天, 3月到4月間約8至9個週末(包括各區(conference)的總冠軍競賽). 全國大學公路車競賽則通常於5月中舉辦, 也是在各區協會的所有競賽結束之後舉行.
　　各區協會每年舉行一次會議, 討論春天的賽季排程. 你應該準備好大致的競賽舉辦日期與會(日期選定可參考學校的行事曆, 假日, 及可能的氣候), 但是也要有更動的心理準備, 所以最好準備1或2個備案日期.
　　北部的學校會希望他們的競賽安排在接近賽季末期, 以減少因氣候而取消的可能. 此外, 各區協會也盡量讓週六, 日的比賽場地越接近越好, 所以你可能要在與會前聯絡附近的其他學校車隊, 以得知他們想要排定的日期.

車隊的向心力

　　主辦一個競賽可能是你的大學生涯最有價值的經驗了. 你不只能為你的區協會做一個很大的貢獻, 而且也能為你的車隊及學校做一個完美的展現. 然而, 舉辦一個比賽是一個非常要求的任務, 且需要相當的準備工作.
　　舉辦一個競賽需要全車隊的人員投注其鐘, 他們必須具備奉獻的心態, 高度的動機, 並願意領導及敦促競賽的成功. 一個人是無法舉辦一個成功的競賽的. 你需要有一個主辦委員會能夠投注其中數個月, 以及許多義工負責無數的小事務. 你必須確定你的全體隊員了解舉辦一個競賽所需的努力, 且所有人員都有興趣投注其中. 舉辦競賽不是一個不可能的任務, 但是也不是一個草草了事的工作 – 你必須有心理準備要做許多事及學習許多事務.

委派工作, 義工及其任務

　　如何委派和競賽舉辦相關的許多任務是成功的必要條件. 以下是大致的任務區分, 可作為委派各隊員的參考依據. 每個任務都必須有人去負責, 但是可能有些人能夠負責多項任務, 例如負責計畫階段的人可同時負責競賽當天的事務. 較大的車隊就能夠委派個人負責單項任務:
-競賽總召集
-媒體/宣傳聯絡人
-交管聯絡人
-汽機車聯絡人
-接待(接待警察, 緊急救護人員, 裁判, 及交管人員)
-成績及結果
-場地佈置
-場地清理

競賽模式選定

　　首先你必須決定你想舉辦何種公路車競賽. 大部分的選手都會比較喜歡公路賽或跑道賽, 因為它們的地形及景色變化較有趣. 然而, 可以理解的, 它們在舉辦上也是較困難的, 因為它們必須在校區外舉辦. 所以許多主辦者偏好舉辦繞圈賽. 你應該思考何種公路車賽你的車隊較能夠舉辦, 而在秋天的區協會會議討論隔年賽季排程中提出. 可選擇的競賽模式包括: 公路賽, 跑道賽, 繞圈賽, 個人計時賽, 爬坡計時賽, 團隊計時賽, 以及多站賽(包含數站前述任幾種的比賽). 多站賽通常為一日公路賽, 另一日為繞圈賽, 跑道賽, 或計時賽.
　　大部份的區協會以民主的方式討論出賽程規劃，並試著包含各種模式的競賽，以及讓每一個學校都有辦比賽的機會. 然而, 對於過去辦競賽相當成功的學校, 會有較大的機會再主辦一次. 車隊想要主辦過去所沒有的競賽, 應該盡可能在區協會開會前做好完善的計畫, 在開會時較有可能獲得主辦的機會.
　　如果你的車隊已有一些主辦競賽的經驗, 且在賽程上仍有時間, 可以考慮主辦週末連續二日的競賽. 這不僅為其他參與的隊伍省下交通費用, 並且能為你的車隊獲得最大收益(許多基本開銷是相同的, 不論你舉辦的競賽次數). 如果你確定要辦週末二日競賽, 考慮讓至少一站是團隊計時賽, 因為大學公路車競賽僅有少數機會能有團隊計時賽, 而且這個競賽讓參加全國大賽的選手有機會練習. 此外, 團隊計時賽是有趣的而且很容易就和其他模式的比賽一起舉辦.
　　如果你的車隊無法負擔主辦週末二日的競賽, 可以考慮和附近學校的車隊各主辦一天的競賽, 這樣可以大幅減少參賽選手的交通費用, 甚至如果兩個學校夠近的話, 僅需要一個選手村即可. 學校車隊間也可分攤主辦的工作, 例如一個車隊負責贊助及登記, 另一個車隊負責場地布置, 而使車隊的工作份量輕一些. 週末二日的競賽也可多增加附加活動, 例如週六的選手之夜.

預算

　　你應該在提出競賽計畫予區協會之前, 排定主辦競賽的預算. 你應確保你的車隊不會因主辦比賽而有財務上的損失. 一個好的競賽可為你的車隊產生不錯的利潤, 但是前提是要有好的計畫及贊助. 你必須仔細地估計參賽的人數, 因為這是主要的收入來源. 最大的支出方向是警力支援及流動廁所, 兩者對於賽事的好壞是事關重大的, 所以絕不可省略. 過去的競賽預算範例可參考附錄A.
　　一些應考慮的預算項目:
收入
-報名費(最多美金$17)*
-現場報名費(最多$17+5)*
-贊助
支出
-競賽核准(一場美金$25)
-保險(每人每日美金$2)
-裁判
-場地租借費用(學校或其他公共場地租借)
-醫療支援
-警力支援
-印製宣傳單, 活動手冊, 計畫書等
-電話費
-租借物品(如流動廁所, 帳篷, 舞台架)
-稻草堆(防止選手衝撞路旁物品)
-飲料點心及午餐(予義工)
-其他(請見附錄A)
*由各區協會決定

賽道選擇

　　對任何競賽模式, 除了繞圈賽外, 選擇順時鐘方向的路線以去除左彎(左彎造成選手必須橫越馬路, 產生危險). 而繞圈賽因賽道完全對外交通封閉, 所以可以選擇順時鐘或逆時鐘方向. 終點線應設在安全的地方, 而選手的成績也較能精確地紀錄. 終點線和起跑線在同一處雖然省事, 但是不是必要的. 重點在令停車和各項設施的地點接近起跑線, 而能夠精確地紀錄成績的地方作為終點線. 如果這兩者不能在同一處亦無所謂, 但是盡可能使兩者在走路能到的距離內. 你會需要大量的停車空間及易取得的設施(節省取得水電及流動廁所的費用)
　　尋找一個能夠吸引大量觀眾的賽道的原則是, 繞圈賽應選在校園內或市中心, 而非在一個交通不便群眾少的地方. 公路賽應盡量使起跑線和終點線在一起或接近, 使得觀眾能很輕易地看到競賽開始及結束. 公路賽道應在合理範圍內盡量使之困難, 例如有數座爬坡. 盡量找交通流量少, 寬闊且保養良好的道路作為賽道, 否則讓大量的汽機車阻塞在競賽隊伍之後, 將使得你難以贏得附近居民的支持. 甚至少量的交通也會令交管的工作困難.
　　當你有一些賽道的計畫供選擇後, 連絡你的美國自由車聯盟(UCSF)代表及區協會主席, 令他們派遣專屬的裁判. 你必須獲得裁判長對賽道的核准, 所以盡早完成連絡的工作, 以因應可能的更動. 各地組織的連絡方法可以從http://www.usacycling.org/中尋得.

<圖一>優良的公路賽道範例(UNH車隊提供) 注意: 所有的彎道都是向右, 大的爬坡, 安全而筆直的起跑線及終點線, 很少十字路口, 交通流量少

<圖二>優良的繞圈賽道範例(Tufts車隊提供) 注意: 技巧性的賽道, 長而筆直的起跑線及終點線, 對外交通封閉. M=交管人員 P=警力

計畫時程

　　4-6+個月前(或越早越好)
-閱讀這個手冊並確定你的車隊具有主辦競賽的能力
-決定理想的競賽日期並決定是單日或二日的競賽, 並選擇備案日期
-排定競賽預算
-選定賽道
-選定備案地點
-開始申請主辦競賽的許可, 其最少應包括:
　　--在秋季的區協會會議取得舉辦的日期
　　--連絡當地警力及/或校警以取得使用道路的許可(一些學校舉辦校園內的活動可能兩者的許可都需要)
　　--調查是否和校園活動或學生活動衝突, 並取得使用設施及場地的許可
　　--連絡當地政府機關(如市政府, 交通及停車部門等)
-取得美國自由車聯盟競賽舉辦裝備(http://www.usacycling.org/), 其中包括競賽主辦許可申請單, 必須於6週之前(或更早)投遞
-連絡當地區協會主席或相關組織以獲得專屬的裁判
-令裁判長核可你的賽道選擇(如果賽道過去經常被使用,也許不必)
-連絡可能的贊助者, 贊助可以是金錢或產品
　　8週之前:
-確定所有的許可申請都被核准
-再次確定專屬的警力人數
-查核競賽預算, 確保所有支出都能被支應
-製作競賽宣傳單並投遞至各區協會車隊, 如果在這之前還未執行的話
-連絡可能的贊助者, 贊助可以是金錢或產品
　　4週之前
-不要想取消競賽的可能-現在已經太遲了
-和警方保持連繫
-和校園各單位保持連繫
-將所有競賽許可收藏成冊以利競賽當天攜帶
-取得使用當地設施的許可(如停車位, 廁所, 置物櫃等)
-找尋電力來源-如果起跑線或終點線需要的話
-取得醫療支援
-找尋機械支援
-通知所有會被競賽影響的當地居民或商家(見附錄D)
-製作宣傳單張貼於校園內
-通知校園媒體(可順便廣告自己的車隊, 所以必要時自己撰寫一些廣告詞)
　　2週之前:
-舉行工作人員大會, 以確定所有事務皆備齊且依計畫進行
-調查可能的問題來源並分派剩下的工作
　　1週之前:
-再次通知當地居民及商家(他們很可能忘記)
-舉行交管/支援義工大會, 以確定他們知道自身的任務, 並簽署義工放棄保險聲明 (http://www.usacycling.org/forms/waiver.php?url=volunteer_release.pdf)
-取得所有必要的裝備(標誌, 起跑線/終點線器材, 掃把等)
　　2日之前:
-和警力支援再次確認支援計畫及細節
-和所有校內單位再次確認計畫及細節
-集中收藏場地佈置裝備(掃把, 鏟子, 報名檢錄器材等)
　　1日之前:
-清理賽道上所有沙子, 玻璃或其他碎屑, 特別注意彎道處的狀況
-在需要的地方放置稻草堆以保護選手(如果可提早放置的話)
-再次通知當地居民及商家, 以避免臨場的衝突(確定他們知道隔天不要在繞圈賽的賽道上停車)
-在停在賽道上的車輛上張貼移車的通知
-張貼選手停車動線的標誌
-準備零錢(報名費找錢用)
　　競賽當日:
-再次清理賽道
-完成賽道佈置(確定彎道的狀況良好, 用木板蓋住水溝, 檢查稻草堆的設置, 設置交通阻欄或圍籬, 賽道標誌等)
-處置賽道上任何障礙如停放的車輛
-確認所有的許可都有攜帶
-設置報名檢錄區(桌椅, 零錢箱, 筆, 足量的報名表及選手證等)
-設置起跑線/終點線區域(在路上畫線, 設置終點前1公里和200公里標誌, 舞台架, 電力供應, 攝影機等)
-組織修護站(於繞圈賽)或換胎車(於公路賽)
-組織競賽汽機車(告知駕駛應於車輛上標示”前導車”之類的標語)
-記得幫所有義工送午餐!
　　競賽之後:
-公佈成績, 並遵循競賽問題申訴之規定
-清理場地
-歸還所有借的器材(特別注意借的無線電之去向)
-寄送競賽摘要與贊助者及媒體

贊助

　　你的賽事贊助目標金額應至少為美金$1000. 這能夠幫助填補報名費和支出之間的差距. 找到出資美金$50-$100的贊助者, 例如當地的商家, 應該是較為容易的. 確定你讓你的贊助者知道你所主辦的賽事對於他們生意的幫助, 而這也和下面談到的”宣傳及媒體”有關, 例如可撰寫一個贊助信如同附錄B的範例. 另外, 設法讓你的贊助者十分顯眼, 例如大幅的旗幟, 宣傳單上印製標誌, 選手號碼布上打出贊助者名稱等. 在競賽之後, 別忘了寄送簡要的競賽結果及過程予贊助者. 同時, 描述競賽經過是如何地好, 多少旁觀群眾, 並附上報紙上的賽事報導等. 此外, 寄送如此的文件予未提供贊助的商家, 有可能可以說服他們明年度提供贊助.

宣傳及媒體

　　適當的社區及媒體宣傳是確保你所主辦的賽事是否能長期舉辦及獲利的要素. 應該有一位隊員要全職負責這個工作項目. 所有成功的運動賽事都仰賴四個要素: 贊助, 媒體, 觀眾, 及選手. 如果你只著重在選手上, 而忽略了當地居民及商家, 很快地你的賽事將為汽機車駕駛及當地民眾商家所厭惡, 而必須被移至其他地方舉辦. 你必須試著讓你的賽事成為當地每年的重大盛事, 因為如此你才能獲得更多幫助並讓賽事進行地更成功.
　　一位隊員必須被分派負責媒體公關的工作. 這個工作和主辦競賽的其他工作一樣重要, 如果沒有適當的媒體之關注, 就不會有觀眾; 沒有觀眾, 就不會有贊助者. 沒有贊助者, 你的車隊就很難或無法從主辦賽事中獲利, 也無法提供吸引選手明年再度報名的服務. 相對地, 這個工作做得好的話, 你的車隊可以從中獲取相當地利潤, 而這必須從得到贊助開始, 而贊助又和媒體以及能夠為贊助者得到多少曝光率相關. 媒體公關的工作雖然極其重要, 但是通常也不會太困難. 報社總是在尋找報導地方新聞的機會, 所以務必提供這個機會. 把競賽前後相關資訊提供予學校報紙, 市/鎮公報, 以及當地主要的報紙. 確定當地的車隊/社知道競賽的資訊, 並利用email傳播消息. 你可以透過一些網站如racelistings.com和ridezine.com等讓更多人知道競賽的消息.
　　一年一度的環法賽事有一千五百萬的觀眾在競賽路線旁觀看, 你不會以為他們是透過口耳相傳得到消息的吧? 這些觀眾也是為什麼贊助者願意花大把銀子利用這個機會宣傳他們的產品, 而這些贊助者讓舉辦環法賽事有利可圖.
　　媒體宣傳的主要目標在吸引觀眾前來, 以及招攬贊助者. 這個工作做得越好, 隔年主辦這個賽事就越容易越有賺頭. 不要忽略賽事現場報導. 找一個優秀的報導者, 擴音系統, 並且令賽道易於觀賞賽事進行, 例如繞圈賽中的短坡就是一個好的位置. 想想觀眾所要的五種感觀刺激. 他們想目睹選手的模樣, 聽見現場評論, 以及感受集團呼嘯而過的快感. 最重要的, 確定競賽最後一個項目是當天最棒的. 如何取得一個好的擴音系統及評論員呢? 你可以試著詢問學校的影音中心及媒體服務部門. 如果可以很容易地聽到賽事現場評論的話, 觀眾比較能夠徘徊在現場, 而也比較能吸引贊助者.
　　總之, 主辦競賽的四個支柱是: 選手, 觀眾, 媒體, 贊助者

宣傳單

注意: 你的宣傳單必須在散佈之前獲得區協會主席和裁判長的核可
你的宣傳單必須包含以下資訊:
-競賽地點
-報名時間
-報名費, 現場報名費
-報名截止時間
-交通指南 (越詳細越好-有地圖更好)
-賽事進行的確切時間表
-USCF(美國自由車聯盟)賽事許可號碼或寫上”賽事許可申請中”
-聯絡方法(電話, email, 郵遞地址)
可包含的其他有用的資訊:
-住宿建議/選手旅館(並試著向附近的其他旅館取得特價的幾個房間)
-賽道地圖及地形圖(可由等高線圖繪出, 使用具高度顯示功能的碼表取得資料, 或使用DeLorme Topo USA的電腦軟體)
-贊助者商標(問當地商家是否願意贊助金錢以取得於宣傳單張貼商標的權利)
-補給資訊(如果規定許可的話)以及補給區域的位置
-號碼布張貼的位置(選手的那一面, 使用多少號碼布), 如果攝影機的位置已定的話
　　你的宣傳單應於競賽進行之至少一個月前散佈. 你可試著在其他賽事場合散佈, 並且應將其電子檔張貼於車隊網站及區協會網站. 當你的宣傳單已準備好並上載於網站上, 你可以在區協會的電子報中加入連結, 而使得其他車隊知道往那裡看. PDF是一個很好用的電子檔格式, 如果你有會使用的人的話; 而HTML和MS WORD格式亦可選擇. 確定你的宣傳單在散佈之前獲得區協會主席和裁判長的核可!
　　觀摩過去的一些宣傳單的範例以更了解其製作(可從www.eccc-info.com中尋得). 以下是一個撰寫宣傳單的範例:

報名

　　鼓勵選手使用線上報名, 以節省大量時間及人力(www.bikereg.com). 因為大部份的車隊會選擇在接近賽事場合處下榻, 所以試著提供前一日檢錄的服務, 地點可選擇在在選手旅館的大廳或會議室.
　　確定檢錄處和停車場在同一地點, 選手才能在最快時間能完成手續. 最好也安排它在起跑線附近. 在檢錄處放置幾個桌子和椅子, 並確保零錢箱裡仍有零錢. 另外, 最好每個競賽組別都有一個專門的人負責.
　　如果你能在校園內或類似場地舉辦比賽, 這會有相當多的好處: 碰到惡劣天候時有躲雨處, 易取得的水源, 更衣室及廁所. 選手會特別感激你, 如果你能提供淋浴的處所. 但是確定在賽事結束後派人負責設施的清潔, 否則如果弄得十分髒亂, 隔年肯定借不到這些設施使用. 如果檢錄處必須在戶外, 你必須準備一個帳篷, 至少3.04 X 3.04公尺. 此外, 也必須有足夠的流動廁所, 並且確定至少一個是在檢錄工作人員及裁判附近.

工作人員

你會需要:
-路口的交管人員(繞圈賽10-30位, 公路賽20或更多位)
-前導車及墊後車的駕駛
-檢錄人員
-記分人員
-競賽前一晚清理賽道的人員
-清潔人員: 確保所有設施在競賽結束後都清潔良好(包括垃圾清運, 標誌移除)
-加分作用: 販賣部(可由學生團體或車隊隊員的親戚管理)
　　在競賽前一日或兩日主持一個交管人員及其他工作人員的大會. 清楚地告知交管人員什麼應該做, 什麼不可做, 因為大部分的人都從未在競賽場合工作過. UCSF(美國自由車聯盟)有特別為義工提供的保險服務, 因此確定他們有填寫申請單.
取得交管義工的方法:
-沒有參加競賽的隊員
-隊員的朋友
-當地車隊/社
-校內的服務社團, 或兄弟會/聯誼會. 但是要相當早通知他們
-當地的童軍隊

裁判

　　裁判對於競賽是必要的, 因此聯絡你的USCF(美國自由車聯盟)代表以獲得專任的裁判. 你的UCSF代表亦需核准你的宣傳單及競賽許可. 裁判是要領薪水的, 因此確定他們的薪水在你的預算中.
　　你當地的UCSF代表可從http://www.usacycling.org/states中尋得, 或詢問區協會的主席

競賽當日之器材及建議

　　和當地的UCSF車隊保持良好的關係是非常有用的. 他們可以是義工的來源, 而且如果他們自己有主辦競賽, 他們很可能有掃把, 標誌, 背心, 旗幟, 以及其他器材可供借用. 許多這類的車隊每年都主辦競賽而相當有經驗, 所以你亦可以向他們學習許多, 並詢問相關資訊及協助.
　　在競賽當日需要的人事物: (參閱”器材”一段關於其細節)
-交管人員(需要相當多人, 並編組成輪替的班次)
-終點攝影器材(除非終點線是在夠陡的坡上, 能夠人工記分)
-無線電
-賽道工作人員背心
-檢錄處的桌椅
-檢錄的文件
-零錢箱
-號碼布及別針
-空白的放棄保險聲明書
-筆
-拍版夾
-流動廁所(如果沒有室內廁所的話)
-用以標示終點線的電火布
-1公里及200公尺的標誌(公路賽及跑道賽用)
-掃把(清理賽道用)
-卡車或舞台架以令裁判可以很輕易地看到選手號碼
-帳篷或類似的遮蔽以令惡劣天候時裁判和檢錄工作人員有地方可躲
-前導車/機車於繞圈賽(公路及跑道賽則前導及墊後車都要有)
-稻草堆及許多棉繩
-交通椎, 柵欄, 繩子等以標示賽道及區隔觀眾
-圈數卡及鈴鐺
-大型時鐘以作為正式計時用(計時賽必要, 其他項目可有)
-大型佈告欄以公佈成績
-餐點予交管人員, 工作人員及裁判(非常重要!)
　　一些可為競賽舉辦加分但可無的項目:
-終點線橫幅(只有在有地方懸掛時可用)
-現場評論員及擴音系統
-餐飲販賣服務(一些學生或地方團體可提供服務, 但是需提早通知)

　　以下是一些競賽需要的人事物之取得方法:

醫療支援

　　在繞圈賽你應該有合格的EMT(緊急救護員)待命, 在公路賽和跑道賽則至少應有一輛救護車隨時待命. 醫院的救護車服務十分昂貴(可能每日美金$700), 但是如果你提早申請可能有較便宜的選擇. 當地的紅十字會可以低於美金$100提供這服務, 或是你可以詢問學校的ROTC部門.
　　當你考量預算時, 想想可預防的重大傷害及死亡之代價, 你會發現現場救護車的服務之花費是相當小的.

機械支援

　　就公路賽來說, 你應試著為所有組別提供備胎車的服務. 告知所有選手這個服務是用自己的備胎, 所以選手必須將自己的備胎放入備胎車中. 如果你沒有足夠的車輛提供此服務, 至少準備一輛收容車以收容或幫忙爆胎的選手. 在繞圈賽時, 在場上設置一個攤位令選手能放置備胎(不要離起跑線太遠, 因為裁判必須在那附近). 如果你能找到中立服務是更好的, 可詢問當地的車店, 他們或許會有技師願意幫忙. 若有預算, 另一個選擇是找Pedro’s Racing Service, Campagnolo Support, 或Mavic Neutral Support, 他們可能可以用每日美金$175的代價提供服務.

方向指示及標語

　　設法讓選手能輕易地找到競賽地點, 因為沒有人有時間迷路. 所以仔細地檢查你的方向指示, 並設置大而清楚的標語指示選手至停車場及檢錄處. 此外, 在賽道附近的十字路口設置許多標語警示汽機車駕駛. 你可以自行繪製(用蠟筆或噴漆), 或向當地有主辦過比賽的USCF車隊借用. 在公路賽你會需要箭頭, “注意-自由車競賽進行中”, 1公里及200公尺等標誌.

號碼布及別針

　　大部份區協會為選手購買可用整個賽季的號碼布, 但是你要取得之前競賽未使用的號碼予新加入的選手或升級的選手. (你亦可從www.reliableracing.com以每100個號碼布美金$35, 每100個別針美金$2的代價取得, 或問www.rodeoprinter.com). 你應該準備幾百個別針於檢錄處提供需要的選手.

交管人員

　　你需要大量的交管人員, 且交管人員會因感到煩悶而需要換班, 因此要計畫至少兩班交管人員. 就公路賽來說, 你需要一輛汽車將他們送至地點, 接回, 換班, 以及送午餐和飲料.

交管背心及旗幟, 圈數牌, 鈴鐺, 交通錐, 掃把

　　詢問當地的USCF(美國自由車聯盟)車隊是否可以向他們借器材, 或詢問學校的運動社團部門或其他社團. 清理賽道的掃把應該用你能找到的最大最堅固的掃把, 以清掃大量的沙土, 甚至找來幾把鏟子也是有幫助的. 掃把可能可以詢問學校的運動場管理部門. 交通錐可能可以從校警, 當地警局, 或高速公路管理部門借得.

車輛

　　就繞圈賽來說, 機車因為較靈活, 所以會十分適合作為前導車輛(如果可以找到騎士的話). 你也許可以問問當地的機車社團是否願意幫忙. 就公路賽來說, 你需要的前導車必須能搭載一位駕駛及裁判, 如車輛有天窗的話更好. 小貨車及小巴士最適合作為墊後/備胎車, 不過休旅車亦可.
　　確定你告知前導車駕駛, 因他們將快速地在前引導, 因此必須謹慎駕駛.

稻草堆

　　稻草堆的功用是避免選手撞擊路旁物體而受傷. 繞圈賽需要大量的的稻草堆, 甚至100個都不嫌多. 在電話簿的”稻草”一項裡找尋商家, 或詢問當地的飼料店. 你可能可以試著租借稻草堆, 並要求商家負責送貨及收回. 這可能會要美金$200-300. 只要不下雨這個方法即可行, 但是仍要排定預算以因應稻草堆弄濕後需將其買下的金額.

舞台架(裁判及終點攝影用)

　　大部份的裁判都能在地面高度做裁決, 但是有了舞台架會幫助不少. 詢問電話簿裡”租借”一項的商家. 它不便宜, 但是能夠幫助裁判容易取得成績及為終點攝影取得好視野. 一個平板卡車或大卡車可能可以替代, 但是效果較不好.

終點線橫幅

　　使用終點線橫幅, 如果你有地方懸掛的話, 例如舞台架. 同時亦可問贊助者是否要懸掛其商標橫幅.

無線電

　　找到品質良好的無線電, 否則不如不要. 不必浪費時間向警方或學校單位借用, 試著詢問學校或當地的無線電社團, 可向他們租用或借用, 甚至他們會有人願意充當義務的無線電操作員. 不要希望無線電能夠連絡到公路賽中的每個地方, 它們通常只有1.6公里左右的範圍. 幫所有場上的車輛以及檢錄和起跑線/終點線的工作人員取得無線電, 最好是能讓主辦者, 裁判, 檢錄處隨時保持連絡. 有時候你的區協會或裁判長會有無線電可供借用.
　　最後, 記得不要遺失無線電! 把所有無線電編號, 並登記領出者.

終點攝影

　　所有的區協會都有一個可用的終點攝影機. 你的區協會主席應該可提供關於其詳細狀況. 有時候區協會或裁判會特別偏好某款攝影機.

賽道準備

清理轉彎處

　　繞圈賽的每個轉彎處都要徹底地清理. 至於公路賽道得憑主觀判斷盡可能地清理, 但是對於急彎處和特別髒亂的地方要特別注意. 就繞圈賽而言, 需要在競賽當天早上清理賽道, 而公路賽因需要更多時間清理, 所以在前一天做清理的工作, 但是競賽當天早上仍要指定某人帶著掃把, 開車巡視賽道, 特別是前一晚有下雨的話.

稻草堆的放置

　　使用稻草堆以作為選手撞擊路牌, 路燈, 郵筒, 消防栓, 停車收費計, 以及其它賽道上危險物品時的緩衝之用. 它們若要固定在較高的物體上時, 要堆疊並捆綁於其上, 所以確定你準備了大量的麻繩.

競賽汽機車

　　競賽的主辦者要確保所有競賽必要的汽機車都已準備好, 而且其駕駛及乘客都知道該做什麼. 所有組別都要有前導車和墊後車. 前導車負責清空集團前方的路, 其駕駛可將前方的車輛請至路旁並告知正在進行競賽, 而墊後車負責防止集團後方的車輛太接近選手. 一位裁判(如果該組別分派到的話)應於墊後車輛監視競賽的進行, 警示選手不要越過馬路中線, 並追蹤落後選手的狀況. 一輛備胎車應在後方提供機械問題的協助或幫忙處理摔車事故. 任何落後主集團約30公尺的選手應被墊後車及備胎車超越, 而這些選手必須遵循一般的交通規則, 例如維持在道路右側不可干擾交通.
　　前導車永遠不可被超越. 如果前導車必須停下, 例如被平交道, 警察, 交通事故攔下, 則選手也必須停下. 不過這很少發生, 也只有在對競賽進行造成危險時才如此做, 因此前導車的駕駛必須對此有所了解. 前導車和選手的距離必須近到能夠保護他們不受前方車輛的威脅, 但是又遠到選手不能利用前導車作為頂風之用. 如果可以的話, 警車是最好的前導車輛, 而大型比賽通常有前導警車和主辦單位的前導車並行. 在選手後方車輛可能造成威脅的路段, 可以考慮安排一輛警車墊後.
　　墊後車輛及備胎車應和選手維持一個安全的距離, 以保留摔車事故時一個緩衝的空間. 不要讓後方車輛擠入選手和墊後車輛之間, 如果後方車輛一定得過, 它們必須一次就越過整個選手集團和競賽汽機車, 並且只有在賽道較寬闊處才可放行. 如果有選手落出集團, 墊後車輛應繼續追隨他們直到落後距離達30公尺左右才超越他們, 並回到集團後方的位置.

競賽結果

　　有些區協會和成績紀錄的專業公司有簽約, 如此可省下你和區協會相當多的功夫. 讓同一個人計算每場競賽的成績, 可以避免在選手積分上產生的差異.
　　對沒有專業的成績紀錄公司負責的區協會而言, 每場競賽要有專人負責將當日或數日裁判的結果判定做統整. 裁判沒有義務, 也不願意做這件事, 所以你必須從你的隊員找專人來負責.
　　在競賽結束之後, 結果必須遞交予區協會及美國自由車聯盟競賽結果及排名登錄系統, 而使每個賽季的總結果能被計算. 在競賽結束後立即進行(現場有一台電腦可幫助甚多), 並在你忘記之前, 解決任何成績紀錄上的誤差.
　　我們目前正在建構全國性的成績及排名系統, 類同美國自由車聯盟的系統. 使用說明及指引請見美國大學自由車協會網站: http://www.usacycling.org/ncca

附錄A 繞圈賽主辦預算範例

附錄A 多站賽主辦預算範例

附錄B 贊助請求信之範例

　　以下的範例可依你的賽事做修正. 寄給可能的贊助者之文件除了這封信外, 應包括宣傳單及相關的報章雜誌報導剪輯. 其目的在於引起贊助者對賽事的興趣, 說服贊助者提供支持, 並展現賽事將如何使贊助者獲利. 如果競賽會在校園內舉辦應特別提及, 因這肯定能引起許多注意. 盡量把你如何使贊助者曝光的方法介紹地越詳細越好, 例如用商標橫幅, 現場講評的介紹, 媒體報導等. 在你寄出贊助請求的文件後一兩週, 記得打電話問贊助者的決定如何.
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親愛的可能的贊助者:
　　大學公路車競賽是一個普遍而快速成長的競技運動, 遍及東北部及美國的其他地方. 這個春天賽季將從(幾月幾日)至(幾月幾日), 許多學校都會主辦競賽. 這個春天, (你的車隊)將於(幾月幾日)主辦一場競賽. 這將是一個刺激而受大家歡迎的活動, 但是沒有我們的全體隊員的投入及外來的經濟支援將無法舉辦成功.
我們車隊早已開始進行計畫及編組, 且所有的隊員都致力於成功地舉辦這場賽事. 然而很不幸地, 主辦如此的活動需要大量的支出, 但這提供贊助者一個參與這個努力的機會. 若您慷慨地提供經濟支持, 我們將提供(什麼型式的廣告方法).
如果您在懷疑您的公司如何能從幫助我們主辦賽事中獲利, 這個問題的答案是更多的曝光率. 一個大學賽事能招致20所東岸學校的車隊參賽, 參與者除了200位選手外, 以及為數眾多的選手的朋友, 家庭成員, 以及當地的觀眾. 這個競賽將公佈於校園內及當地媒體, 並將您的公司名稱及商標印於宣傳單, 我們的網站, 以及遍佈賽道的橫幅上.
隨信附上我們的宣傳單. 如果您有任何問題請連絡(連絡方法). (你的車隊)非常期待和您一起合作, 而使這個賽事在今年以及往後都是一個成功.
您忠誠地,
(你的姓名及車隊名)
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附錄C 競賽計畫

以下的信應遞送至所有的當地政府機關及學校單位. 如果競賽將於和前幾年的競賽相同的場地舉辦, 應特別提及, 而使許可更容易獲得. 記得包含一個詳細的賽道地圖以及起跑線/終點線, 設施, 警力, 交管人員等的位置.
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To: 所有的當事者
From: (你的姓名及車隊名)
競賽簡介:
　　(你的車隊)將在(幾月幾日)舉辦一場大學公路車競賽. 每個春天所有東北部的大學都會在3月和4月間主辦公路車的賽事, 而我們希望在今年主辦這個系列賽事中的一場.
賽道簡介:
　　競賽的起點及終點在(地點). 競賽使用的道路如下(亦見附圖): (簡介/使用道路列表)
道路封閉:
　　整個賽道的對外交通必須封閉(只適用繞圈賽及跑道賽). 我們將用柵欄封閉賽道上的十字路口, 並盡力安排交管人員及/或警察於每個彎道. 賽道沿路在當日將禁止停車, 但是當地居民將可進出賽道, 以減少他們的不便. 競賽當日停在賽道上的車輛必須被移除, 不論是車主自行移動或用其他方法.
競賽時程:
(分組, 各組人數, 各組出發/結束時間)
警力支援:
　　為了確保所有人員的安全, 賽道及附近的交通將由警察監督. 警力支援由(當地或校內)警局提供於(賽道的某位置)
停車:
　　參賽者, 工作人員及義工的停車將安排在(地點)
衛生設施:
　　當日將設置流動廁所. 衛生設施及水源可於(地點)取得
醫療支援:
　　醫療支援將由(提供者名稱)提供
保險:
　　美國自由車聯盟將為其所有核准的賽事提供保險服務. 這個賽事中, 所有參賽者, 觀眾, 以及第三者(學校及政府機關)將被保美金100萬的責任險. 這個保險的購買是透過競賽許可費及報名費內含的費用.
連絡方法:
(你的姓名及連絡方法)
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附錄D 給當地居民的宣傳單

　　以下的信, 賽道簡介及地圖應該寄予所有沿路的所有居民及商家. 這個通知應在競賽前一個月提供以給予所有人緩衝的空間, 並在競賽前一週及前一天再次通知. 對公路賽而言, 這封信僅需告知當事人, 競賽將通過其道路, 當事人於賽道當日應小心駕駛並將其寵物關好. 對繞圈賽來說, 因為道路對外交通將封閉, 所信中應告知競賽當日賽道沿路將禁止停車.
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To: 所有(道路名稱)的居民
關於: 在(競賽日期)的停車
　　(你的車隊)將在(時間地點)主辦一場公路車競賽. 在校警及當地警方的許可下, 我們將在競賽期間封閉幾條道路(道路封閉的時間). 封閉的道路如下所述, 且顯示於附上的地圖. 當日沿路將禁止停車. 這是為了選手及您的車輛的安全. 我們必須強調封閉的道路兩旁皆不得有停放的車輛. 車輛於競賽的期間將被拖吊. (你的車隊)為您的不便而向您道歉. 如有任何疑問, 請連絡(姓名及連絡方法).
(競賽經過的道路列表)
(賽道特別標明的地圖)
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自行車給了我新生命-我的蛻變

2006-05-22T09:54:00.000-04:00

要說我如何接觸單車之前，要先談到我的人生觀﹕「人之自尊的最後底限，是能以體能的形式，與他人競爭」。這個感覺在我考上建國中學之後，尤為強烈。因為不論我怎麼唸，總是很難拼過班上的一些天才。但是在球場或田徑場上，天才並非總是獲勝的，只要我多咬緊牙關幾秒鐘，仍然是有機會的。
　　因此，每當我在課業上遇到措折而有些灰心時，在球場我總是能重拾我的鬥志，再重回書本之中。然而這個底限在我高二那年面臨崩潰的危機﹕一次立定跳遠的考試，只因我著地時膝蓋外翻多了一些，登時半月軟骨破裂，並造成關節卡彎曲的位置動彈不得。我本來希望它會自行復原，但是這個問題一再的復發，使我必須接受半月軟骨的手術。
　　手術完後，並未如同我希望的，能夠再次地馳騁於球場。反而我發現，只要是有跑跳扭轉動作的運動，都會造成我膝蓋極大的不適，因此當同學們揮灑汗水於球場上時，我只能當壁上觀。我好長一段時間都不敢再多看建中的籃球場幾眼。
大學考上了台大職能治療系，在偶然地機會參加了台大單車社的活動，而發現了一個可以挑戰體能的極限而不會造成膝蓋疼痛的運動，因此我成為了單車社活動的固定成員。沒多久我發現我騎車爬坡能力是社上前幾名的，而在台北附近的路都騎得差不多，也環島過後，我越來越覺得社上活動的強度不夠。
　　大二暑假去柏克萊遊學，行前從網站上看到柏克萊的自行車隊介紹，因此興起帶腳踏車過去和他們騎幾個星期的想法。和爸媽千拜託萬拜託之下總算是成行了。柏克萊的車隊果真和我們的單車社性質差很多。連一個160公分高的女生都能在爬坡時，隨便就把我和社上另一個爬坡能手甩在後面。又在看過一場當地的繞圈賽後我也報名參加了一場。雖然因摔車未能完賽，但是我發現公路車競賽原來是如此地吸引人。
　　在回國之後，我騎車的喜好越來越偏向自己獨自騎車訓練及參與競賽。最佳的成績是北海岸賽M20組第3名，以及拔刀爾山賽M20組第5名。在訓練與競賽時，我亦不斷思考如何訓練才能充分利用時間，因此買了許多本公路車訓練的書籍，其中Cyclist’s Training Bible強調訓練首重強度，時間只要有一天和比賽的長度相同就可的理論徹底地顛覆了我的觀念。以往我認為當選手必須每天花六個小時以上在訓練，而得放棄學業和工作，但是現在我發現，其實兩者是可能相輔相成的。所以我在閒暇之餘，熱衷地向單車社及帝大水族聯隊的朋友們介紹我所研讀的心得。而現在更利用出國留學前的空檔，向更多的同好推廣公路車競賽的相關知識。
　　對於未來，我的目標是成為運動科學的權威性學者，並在美國尋求大學教職。在公路車競賽上，我希望在40歲前成為Cat 1/2級的選手，更希望在70歲時，能保持優異的體能，騎車去探訪環法的阿爾卑斯之巔。

20060416環花東賽第二日t

2006-05-20T06:30:00.000-04:00

All smiles before the start - soon to be changed

Race name: 2006環花東賽第二日
Date and start time: 2006年4月16日（星期日）; 08:00 am
Location: 那魯灣飯店-關山-池上-北回歸線-瑞穗-光復-花蓮鯉魚潭，共計為160公里
Type/distance: 93 km處爬坡5.4公里, 終點前爬坡8公里其餘丘陵地形
Competitors to watch: 莫, 發董(四季車隊)&EMA車隊
Weather: 非常大雨, 非常寒冷, 強風
Course condition: 平整的柏油路面, 因雨濕滑; 出發2.3 km有處地面鋪鋼板
Race goal: 試這維持在主集團內, 盡力爬坡
Race strategy: 盡力跟在四季車隊的後面, 特別是莫和發董
Pre-race meal : 0600 一罐牛奶花生, 一個總匯三明治, 一杯奶茶
0730 半個自製energy bar
Mid-race meal : 3個power gel
1個自製energy bar
半罐650ml運動飲料
Warm-up description: Zone 1-3騎14 min, Zone 4-5a騎2*30sec, 共15 min
Start-line arousal level(1-5): 4
Results: (總成績)
排名編號組別姓名車隊成績
1 17 菁英組馮俊凱台灣KINAN CCD 4*05' 40" 97
14 41 女子組黃合旬台中縣隊 4*10' 35" 30
25 406 M40組余文祺新竹e-MA車隊 4*10' 35" 41
27 53 M35組栗田武弘新店四季車隊 4*10' 35" 43
60 301 M30組廖元忠新店四季車隊 4*12' 01" 36
61 252 M25組董嘉騏新店四季車隊 4*12' 05" 79
62 251M25組蘇小強新店四季車隊 4*13' 55" 64
65 302 M30組莫明傑新店四季車隊 4*21' 52" 04
67 451 M45組陳春發新店四季車隊 4*21' 53" 74
68 403 M40組江昭良新店四季車隊 4*21' 54" 01
71 207 M20組梁庭彰 AF車隊 4*22' 18" 96
72 407 M40組徐炳輝新竹e-MA車隊 4*22' 19" 33
76 73 M35組王基澧星奇SC車隊 4*22' 46" 71
85 51 M35組孫一峰新店四季車隊 4*23' 09" 39
86 255 M25組黃宏鈞帝大水族聯隊 4*23' 11" 75

What I did well:
1. 跟到四季車隊從頭到尾，使我能夠維持在所處集團的前1/3
2. 避免到前頂風-整個賽程我只在前頂風一次
What I need to improve:
1. 功率(Power)與無氧耐力(Anaerobic Endurance)仍是我的主要弱點，只要一加速我就容易落隊
2. 肌耐力(Muscular Endurance)是我次要的弱點，所以爬坡不足以跟上主集團，而亦無能力獨自在平路追回集團
Aches/pains/problems afterwards:
1. 發現DuraAce的變把有銳角會割手，得把它磨掉
2. Polar 725的按鈕卡到沙，下次得用保鮮膜保護
Comments on or description of how race developed:
今天早上下著大雨，但是並未動搖我參賽的意志，這都要感謝阿摳前一晚的按摩。尤於大雨滂沱，主辦單位宣佈前23公里至初鹿前都是熱身路段。但是在這段集團內的搶位仍是相當激烈的。我觀察到四季車隊和其他選手往前移的時機主要是旁邊有空隙、隔壁一列速度較快、或是前方選手有體力不繼落後的跡象。但是往前移前要注意集團前方路況，隔壁是否有選手，以免造成自己及他人的危險。同時也要考量自己體力是否足夠，因為每一往前加速，都在增加消耗的能量。
我主要的策略是緊跟著四季車隊，在46 km之前這個策略幫我省了相當多的力氣，而且位置也在前面1/3，後來在46 km處過了關山後，四季車隊突然趁著路的右方有空隙，全隊往前衝到集團前引導，只見集團前方一色綠色的車衣在帶領著我們，那個景象實在美妙極了!而且他們至少引導了10多公里!我本來以為這是為了前方某地形而做的動作，但是後來問莫及廖sir，他們說只是因為嫌集團的速度太慢而已。不過在53 km處有一個90度的右彎，造成集團的拉長(所謂的手風琴效應)，我認為他們這樣做，可以減少再追回集團所需要的力氣，也是”搶位戰術”的應用。另外在四季車隊衝出去時，我的前面是廖sir，我只見到他突然一提氣就拉開10多公尺的距離，我完全沒辦法跟上那麼快的加速，只好暫時放棄跟四季車隊的策略。不過這顯現出功率(Power)是我的主要弱點之一。
到了93 km開始爬武鶴台地，集團隨即開始分裂。下坡之後，我跟到了第二集團，其中包含莫、發董、江sir(四季)、徐sir(EMA)、小王(SC)。這個集團速度比武鶴台地之前要慢很多，主要是因為沒有有意願在前方拉高集團速度，結果落得幾位老外在前方頂風。不過強烈的逆風、大雨也是主要因素之一。而我這段的策略也僅是盡力維持在四季車隊及EMA車隊之後，避免到前頂風，因為我的肌耐力已經快到極限了。雖然大部分時間都是老外選手在前頂風，但是前方偶爾還是有輪車一下，不過我很高興我只在前頂風一次。因為我體會到一個避免加入輪車的技巧:當我看到一個頂風完退下的選手時，如果他不停地往後看，我就主動讓出一個gap讓他進來，這樣他高興，我也省到力氣。但是如果退下的選手沒有上述的小動作，我就最好維持原來的位置，以免對方落後太多，我反而要多花力氣去close the gap。另外如果我是退下的選手，想要插入集團，卻無人讓位時，可以考慮問問看，或許某些人會同意。
在100 km左右，我身上的補給品都吃完了，好在剛好SC車隊小王在旁邊，和他要了一塊最後的巧克力，一人分一半。不過在鳳林附近，很幸運地美靜來了個及時的救援，我就要了一個power gel和一個energy in，energy in給了小王，此為所謂互通有無ㄚ!
在轉入鯉魚潭之前，我注意到一位穿白色車衣的選手，每隔幾分鐘就脫離集團，試圖一個人攻擊，可是到前面一下，又退到後面去了，我當時就心想，風雨這麼大，就算你體力再好，也會被消耗盡的。果不其然，在爬鯉魚潭的坡時就看到他很快就落後了。
鯉魚潭之前我的策略可以說是相當成功，因為我是前10位轉入鯉魚潭爬坡的!但是四季車隊的江sir、發董、莫很快地衝出去，形成了逃脫集團。不過我並沒有反應，因為我知道我的無氧耐力(Anaerobic Endurance)只夠我撐不到一分鐘而已，不足以追上，所以看看有無其他人要帶頭追。果然沒多久其他人就形成了追擊集團，一開始我跟在哥倫布的Maximus後面但是隨後其他選手就超越了，我試圖跟上但是卻力不從心，所以繼續和Maximus及可能是AF車隊的傅sir以穩定的速度爬坡。另外這時我的太陽眼鏡完全被霧氣覆蓋住了，幾乎看不到前面選手的後輪，也看不到碼表，不知道還有多遠。真希望沒有近視就好了，可以把眼鏡摘下放在頭頂。最後衝線時碰到四季的孫sir，形成四人衝線，但是很可惜的，沒有贏過任何一人。
賽後在娜魯灣飯店碰到四季的廖sir，聽到四季車隊的隊車在補給時，一處迴轉遭遊覽車攔腰撞上，車上包括店長及高sir重傷，希望他們狀況不致太危及，也希望他們能早日康復。所以也真要感謝幫我們補給的美靜、顏大哥、張大哥、及明祥，他們都是冒著生命危險在補給的。
此外要特別提及SC車隊的小王，2年前曾經和他在北海岸練輪車，結果他因前面緊急煞車而追撞摔車，額頭撕裂傷須縫合。後來好一陣子沒他的消息，以為他不騎車了，今日看到他表現如此優異(M35第9名)，著實為他高興。
今年四季車隊真的是實力雄厚，不僅強的很強，而且更難得可貴的是幾乎10多位選手素質都很高，默契也是一流的。像是第二日46 km處的引導，全隊幾乎是心電感應一般地衝出去。想必是經年累月固定練習的成果。只盼望我們帝大水族有昭一日也是這樣。
環花東賽是我今年第二個比賽，至今我覺得功力恢復到2年前的水準，希望在6月大屯山比賽時能達到更高的境界。

It rained so hard I was drinking all the time - no need to drink from water bottles

The first attack on the last 6 km climb..

I was already out of contention, evident from my disposition..

20060415 環花東賽第一日t

2006-05-20T06:28:00.000-04:00

　　　　　　The EUAQ Cycling Team
Race name: 2006環花東賽第一日
Date and start time: 2006年4月15日（星期六）; 09:00 am
Location: 花蓮亞士都飯店-花蓮大橋-磯崎-豐濱-長濱-成功-東河-都歷，共計為130公里
Type/distance: 25 km處爬坡5公里, 其餘平路或小丘陵
Competitors to watch: 莫, 發董(四季車隊)&EMA車隊
Weather: 大雨, 寒冷, 強風
Course condition: 平整的柏油路面, 因雨濕滑; 牛山下坡不少施工路面
Race goal: 試這維持在主集團內, 盡力爬坡
Race strategy: 盡力跟在四季車隊的後面, 特別是莫和發董
Pre-race meal : 0600 三片吐司加果醬, 一碗豆漿
0830 半個自製energy bar
Mid-race meal : 2個power gel
1個自製energy bar
1又半罐650ml運動飲料
Warm-up description: Zone 1-3騎10 min, 微上坡Zone 4-5a騎4*30sec, 共28 min
Start-line arousal level(1-5): 4
Results: (總成績)
排名編號組別姓名車隊成績
1 17 菁英組馮俊凱台灣KINAN CCD 2*46' 11" 33
21 41 女子組黃合旬台中縣隊 2*49' 00" 11
23 53 M35組栗田武弘新店四季車隊 2*50' 21" 55
27 251 M25組蘇小強新店四季車隊 2*51' 20" 00
28 406 M40組余文祺新竹e-MA車隊 2*51' 20" 65
35 301 M30組廖元忠新店四季車隊 2*53' 39" 44
38 403 M40組江昭良新店四季車隊 2*54' 09" 56
59 252 M25組董嘉騏新店四季車隊 3*00' 48" 36
68 302 M30組莫明傑新店四季車隊 3*03' 02" 27
71 266 M25組劉奇峰瘋伙輪聯隊 3*03' 10" 87
72 407 M40組徐炳輝新竹e-MA車隊 3*03' 15" 92
80 331 M30組陳澤龍肯昌單車隊 3*05' 05" 66
85 451 M45組陳春發新店四季車隊 3*05' 22" 17
96 51 M35組孫一峰新店四季車隊 3*08' 48" 95
101 255 M25組黃宏鈞帝大水族聯隊 3*11' 08" 07 (M25組#12)
128 73 M35組王基澧星奇SC車隊 3*15' 29" 71
140 207 M20組梁庭彰 AF車隊 3*19' 07" 81
131 256 M25組柳吉鴻帝大水族聯隊 3*16' 14" 90
What I did well:
1. 跟到穩當的人-發董.
2. 和發董的集團一路到90 km, 而且追回10多人
What I need to improve:
1. 在發董的集團中, 不應該在前輪車這麼多次, 導致90 km後肌耐力無法負荷, 應學發董有時候在後面當gate keeper
Aches/pains/problems afterwards:
1. 下雨天褲襠的凡士林很快就被洗掉了, 所以至少要塗8層!
2. 連續的比賽應記得帶擦車的抹布
Comments on or description of how race developed:
今年比賽路線說是為了減少起跑時的事故，出亞士都飯店後左轉濱海大道-民權八街-民權路-至亞士都右轉再行正式出發，結果在暖身圈還是有人摔車。到達牛山之前，可能是沒有積極搶位的關係，沒有跟到目標-四季車隊的任一人，最後在近山頂時碰到從後面趕上的發董。而發董因為要主持開幕儀式，是最後出發的!在下牛山時，不僅路況不佳，有多處施工處，而且還有一些闖入賽道的民車擋住去路，此時感謝有發董主持正義，猛拍對方的車窗令其停下。
下坡後發董又引導我們4-5人的小集團輪車，一路上追回10多人，但在90 km的一個小坡我卻因股四頭肌瀕臨抽筋而無法跟上發董集團而落隊，沒多久從後面追上了孫一峰(四季)的小集團，可是我跟到三仙大橋時，又因股四頭肌瀕臨抽筋的問題而落隊，可能是因在之前發董的集團中,在前輪車太多次所致。而我後來才注意到，發董只有在開始前幾公里有在輪車，後來幾乎都在後面坐順風車。因此我決心隔天比賽也要盡力這麼做。發董果真是薑是老的辣。
在三仙大橋落後之後，就只剩我一個人獨騎了，直到鐘點前2-3公里，才追上吳東坤(長鬃山羊)，兩人輪到終點前的300公尺爬坡。在這爬坡開始時吳sir領先一小段，而在最後100公尺有2位排名#99, 100的選手追上且直衝終點，而我看到這2位半路殺出的程咬金後，抓緊機會一鼓作氣殺上去，很幸運地至少贏過了吳sir。
晚上，我指導起華、俊彥、盛健、阿摳互相按摩，同時也請他們幫我按摩。其中以阿摳按得最好，力道夠大，不愧是攀岩背景的，讓我酸痛的部位幾乎完全好起來，而能在隔天發揮出8-9成功力。其實按摩的訣竅在於運用體重傳到出力的手部，而不是光靠臂力。一方面用體重才能達到夠大的力道，另一方面也是保護按摩師本身，因為手臂的肌肉較細，長時間使用容易受傷。我覺得下次花東參賽的人也應互相按摩，以促進恢復的速度。

　　　　　　Getting massage

4/28 訓練台間歇訓練雜感t

2006-05-20T06:26:00.000-04:00

我們通常出去團騎時，在剛開始都會做些微的暖身，通常是恢復性騎乘的速度(Zone 1)。但是在踩訓練台時，使用如此的暖身方式，常常發現第一個間歇的心跳值達不到目標域，直到第二個間歇才達到。所以我開始採用以下的暖身方式﹕
10 min Zone 1-2
1 min 訓練目標域
3 min Zone 1
開始間歇訓練
Cyclist Training Bible(CTB)所介紹的間歇訓練活動如M2(見附錄)，說明”on” time為6-12分鐘，這是一個頗大的範圍，所以究竟是應直接從12分鐘開始，還是從6分鐘開始？如果我從6分鐘開始，什麼時候我可以進階至7分鐘，甚至12分鐘？這些CTB都沒有說明。不過就書中所強調的訓練的漸進性原則，對過去一年都在當兵無訓練的我來說，還是從6分鐘開始比較保險。而至於什麼時候可以進階到7分鐘，CTB在介紹重量訓練時，說明約4-5次訓練可增加5%的負荷，而如果目標負荷達到後，增加舉的次數。據此，我的想法是在可以達到5個6分鐘的M2間歇時，就進到7分鐘的M2間歇。因為當我可以做5個6分鐘的間歇都很容易時，7分鐘的間歇相對就容易多了。而我訓練時候的感覺亦是如此。一開始連一個6分鐘的M2都要我的命，可是當我做到5個6分鐘M2時，7分鐘似乎也不那麼難了。
CTB的M3漸歇，說明場地為一2-4%的長坡，可是我家到類似的場地至少半小時以上，來回就要一小時，實在太花時間了。然而爬坡和平地最主要的差別是阻力較大，轉速較慢(在使用同齒比的條件下)，如果心跳域相同的話，輸出功率應該不會差距太多。所以如果將M2間歇用的齒比變大(阻力變大)，轉速變慢，應該就不違背M3的精神了。在我的Elite Volare Mag訓練台上試驗，使用同一條輪胎，同樣胎壓，而Volare Mag是用彈簧自動調整頂住輪胎的力量，理論上力量應兩次都相同，最後發現同樣是Zone 5a的心跳域，轉速83 rpm和98-100 rpm的平均速度分別是27.47 km/hr和27.38 km/hr，差距不大，如果兩者所有控制的條件都確實相同的話，輸出功率應該差距也不大，而使前面的假設成立。
如此一來，我可以用訓練台做M3間歇，而且得以在早上九點前打理好一切，準備上工﹕
0600 起床、早餐、廁所、著裝、準備器材
0700 訓練課程
0830 訓練結束、盥洗、收拾器材、調整心情
0900 讀書/上課
對於今年的賽季我所設定的目標為6/25的太平山賽前50名，但是因為當兵的關係，今年2月才開始正式訓練。我認為我的限制因素是肌力、肌耐力不足、次要限制因素是無氧耐力不足，所以設定訓練目標為在3/6前腿部推舉達180kg、5/14前M3的”on”time達12分鐘、6/4前耐乳酸能力達4分鐘。然而3/6沒有達到腿部推舉的目標，只舉到130kg，不甘心把重訓延長至3/26，結果雖然達到肌力的目標，但是M1、M2、M3的肌耐力訓練卻延後了。不得不把M1縮短為一次訓練，直接跳到M2。結果發現或許CTB把M1排在Base 3，而Build 1才排到M2是有用意的，因為間歇一開始真的很難適應!
在做間歇訓練時，每次”on” interval到後面幾分鐘，特別是最後一個間歇時，會覺得幹麻自己找罪受。但是如果利用一些心理技巧會讓間歇訓練容易許多﹕想像自己在花東賽，眼前就是領先集團，只要再撐幾分鐘就追上了﹔最後一個間歇時，想像自己在爬鯉魚潭爬坡，追過一個又一個對手，撐到最後就可以拿到分組冠軍了。所以我覺得訓練，特別是高強度的訓練是和競賽分不開的。沒有比賽過的人，很難體會到高強度訓練的樂趣-和比賽時那種緊張、刺激的感覺相當接近。另外如果眼前有播比賽的影片也很有幫助，我特別喜歡在做間歇訓練時放1999環法第9站，阿姆斯壯單飛贏得單站冠軍的那一段。

M1: Tempo
場地:平路或訓練台
"On"強度: 小於乳酸閾心跳約20下(Zone 3)
"Off"強度: 無
“On” time: 20-30 min，每週增加10-15分鐘，直到可騎75-90分鐘
“Off” time: 無
組數: 無
注意: 使用計時賽的踩踏頻率

M2: Cruise Interval
場地:平路或訓練台
"On"強度: 小於乳酸閾心跳10下至乳酸閾心跳 (Zone 4-5a)
"Off"強度: 有氧強度 (Zone 2)
“On” time: 6-12 min
“Off” time: 2-3min
組數:3-5組
注意: 使用計時賽的踩踏頻率; 第一次做M2時，”on”的總合至少20-30 min

M3: Hill Cruise Interval
場地:2-4%的長坡
"On"強度: 小於乳酸閾心跳10下至乳酸閾心跳 (Zone 4-5a)
"Off"強度: 有氧強度 (Zone 2)
“On” time: 6-12 min
“Off” time: 2-3min
組數:3-5組
注意: 對於限制因素是”肌力”的人來說是很有幫助的

救台灣公路車競賽環境者,歐吉桑也!

2006-05-18T10:11:00.000-04:00

我最近有個想法遇來遇強烈:
　　"救台灣公路車競賽環境者,歐吉桑也!"
　　想要讓公路車競賽逐漸成為主流運動,就要有更多的人參與,其中方法之一是透過運動職業化,吸引廠商投資,電視轉播,另一是發展業餘競賽部份.可是運動職業化的選手來源也都是靠業餘的選手群中脫穎而出的,這個族群現在來說仍太小.且台灣沒有所謂職業車隊,頂多是廠商提供選手輔助金而已,而名額又少到可憐,沒有保障,再加上兵役,很少有20-30歲的選手會下定決心以此為職志,所以好不容易在15-20歲間培養的一批好手就跑掉,形成斷層了.而公路車競賽又屬於較昂貴的運動,一套裝備下來幾萬塊跑不掉,所以要增加青少年投入的人口是有困難的.
　　相對的,30歲左右或更年長的選手,不僅是經濟足以應付公路車的全套裝備(經濟中上的),甚至可以購買昂貴的訓練器材及營養補充品,且已經不必擔心兵役,經濟來源.可是在時間上卻不如青少年如此充裕,要花大半時間上班,照顧家人.
　　然而,30歲左右或以上的族群要遠比15-20歲的大得多,特別是現在生育率連年下降,這個差距會更明顯.所以要增加公路車競賽的人口,勢必得從30歲左右或以上的族群著手.
　　而訓練時間較短的問題也是可以克服的,雖然在耐力上會打一點折扣.Cyclist's Training Bible的作者Joe Friel強調,訓練的時間不必每日長達6-7個小時,只要每週單日最長的騎乘時間等同於比賽的時間即可.但是要特別強調運動強度,才能產生訓練的效果.所以只要比賽是3-4小時內的,對於平日每日1-2小時騎乘,週末至少騎3-4小時的歐吉桑來說,應該是能有不錯的表現的.
　　不過,除了增加參與人口外,也要增加比賽的場次,以容納下增加的人口.花東賽的狄裁判長說得有道理(請見5/6月單車身活報導),競賽組人口爆增至300人,主辦單位越來越難保障全部選手的安危了,所以建議參照UCI規定限定至200人.但是被排除在外的這100人怎麼辦?這樣不就抹殺了許多人參與競賽的意願?因此,我覺得不能再光靠騎士協會辦比賽了,因為騎士協會工作人員不過4個,一個月辦一個比賽已經相當辛苦了
最近我在研究美國全國大學自由車協會(National Collegiate Cycling Team)辦比賽的方法:race_promotion_2.pdf協會下轄美東聯會及美西聯會(West & East Conference),各學校要辦比賽,除了聯繫彼此不要撞期外,也要向聯會提出申請.聯會則負責勘查場地及比賽流程,核可後,派遣裁判至各比賽負責判定成績,此外並提供其他相關表單及資訊.我想或許台灣也可採取類似的模式,協會負責辦全國性的大比賽,各俱樂部則辦一些區域性的比賽,而協會則統整全國的比賽使之不會撞期,而在區域性比賽表現較優異的選手才得以進入全國大賽. 另外協會提供俱樂部辦比賽的資訊,但是警力支援,場地借用,贊助尋求等則主要由俱樂部負責.
　　事實上,有些俱樂部已經在辦比賽了,像是蘭陽單車健身會和協會合辦太平山賽,136車隊和縣政府合辦136登山賽,upup車隊的計時賽等,但是幾乎都是登山賽或是計時賽,還未見到公路賽及繞圈賽.當然辦公路賽的難度非常高,但是繞圈賽則較有可能.例如新竹的科技園區應該週末不會有什麼車流,而且容易對外封閉車道,要辦繞圈賽應該是可行的.
　　不過辦比賽真的是要出錢出時間,以及出和政商的交情,或許青少年出時間較沒問題,但是出錢和出交情,恐怕還是得靠歐吉桑喔!
　　所以回歸最開始的一句"救台灣公路車競賽環境者,歐吉桑也!"

Energy Bar Made Easy!

2006-05-07T09:22:00.000-04:00

食譜來自
Pezcycling.com
　　當初看到這食譜會很心動, 因為Power Bar零售約$90一條, 對於一天可以消耗2-3條Power Bar的我們來說實在很不划算, 而一般便利商店賣的巧克力棒又太甜太多脂肪. 這個食譜的食材算起來做一個Power Bar大約成本$10(如果家中已經有烤箱, 鍋具, 打蛋器等工具) 而我做過一次後發現其實一點也不難, 上手後半小時就可做完(包含烤的時間).
工具:
-烤箱(微波爐大小)
-深底鍋2個
-烤盤1個
-量杯量匙
-刮杓
-打蛋器.
-蠟紙 (或乾淨一般紙張亦可)

食材:
-乾果(葡萄乾, 龍眼乾, 紅莓乾都可) 1杯
-牛奶 2桌匙
-麥片 3-4杯 (越多越硬)
-紅糖 3/4杯蜂蜜 1杯(如果要迅速補充能量, 改用果糖7/4杯)
-稍微打泡的蛋白 2顆
-味全原味優格 2個(約8 ounces)
-香草精 2茶匙
-泡打粉 1茶匙
-肉桂粉 1茶匙
-牛油少許
-高蛋白粉(補體素) 1杯 (如果要做Power Bar ProteinPlus的話)

製作步驟:
1. 首先先預熱烤箱, 以使後來烤的時間較短
2. 如果你和我一樣只有一個量杯一個量匙的話, 建議先量取乾的東西, 最後再量取濕的東西, 比較不會有東西黏在量杯裡拿不下來. 也就是先量取乾果,麥片, 紅糖,泡打粉, 肉桂粉, 高蛋白粉, 再量取牛奶, 蜂蜜紅糖(果糖),香草精, 再放入優格2個, 把以上東西放入一個深底鍋看起來就會像

3. 拿另一個深底鍋打蛋白. 如果沒有打蛋機, 當然也可以用手打蛋白, 但是會打很久很久.小心不要放入蛋黃, 鍋中不要有水, 否則不易把蛋白打泡. 蛋白稍微有些泡狀即可

4. 把打泡的蛋白加入其他的食材中一起攪拌, 直到所有食材混合均勻為止

5. 用牛油把烤盤略塗上一層, 把蠟紙放在上面, 或是一般紙上面再塗上一層牛油　這是為了之後好分離食材-紙-烤盤, 否則會很難把烤好的食材拿下來, 或是很難清洗烤盤

6. 把鍋中的食材倒入烤盤中, 分佈均勻

7. 把烤盤放入已預熱的烤箱中, 溫度調到180-200度C, 烤15-20分鐘
8. 烤得差不多時, 用一根筷子戳下去拿起來, 如果筷子上黏著很多濕濕的食材,代表還要繼續烤, 如果筷子上來是乾乾的, 就差不多可以了.

9. 烤好拿出來放涼, 再用刀把它切成好攜帶的大小, 用錫箔紙包起來, 就可以在騎車前中後享用自己做的Power Bar了!

輪車術原理與技巧實習一檢討報告

2006-03-19T05:14:00.000-05:00

時間: 2005年3月18日(六); 0700-1030
地點: 106縣道外環道(北二高北宜高聯絡道); 台塑加油站至石碇休息站段來回
場地描述: 從台塑加油站往雪山隧道方向, 在雪山隧道交流道前迴轉, 回到台塑加油站為一圈. 往雪山隧道方向為微上坡, 折返為微下坡.
距離: 單程約4.5 km
氣候: 晴天, 炎熱
練習項目: 團隊速度控制以25 km/hr開始, 每圈增加3 km/hr每人在前頂風10-20踩踏圈數; 著重退下後回到隊伍中的技巧
參與人員: 黃宏鈞(講師)、李宗霖(助教)、陳俊宇(助教)、曾行中、曾偉仁、沈至豪、孫晉崴、黃建普、馬彼得、馬浩軒、吳俊峰、張達勝，共12人
值得嘉獎處:
1. 全程未有人摔車受傷
2. 從25 km/hr的平均速度進步到31 km/hr
3. 最後全部人員都會自發使用手勢及口令提醒隊友
4. 參與人員提供的建議對課程的進行十分有幫助
5. 感謝所有參與人員幾乎全程參與, 幫助後加入的人進入狀況
應該改進處:
1. 速度越高, 在前頂風的時間應越短, 同時也讓退下的一排人(休息排)較有機會休息(因為退下的人在前面仍有人頂風)
2. 為了避免退下的人之前輪被即將退下的人的後輪掃到, 退下的人在前後輪不重疊時應喊”OK”的口令
3. 為了避免退下的人在插回頂風排時不小心落後太多, 頂風排的最後一人看到他時應喊出”尾巴”的口令
4. 手勢及口令永遠不嫌多, 每個人都應該覆誦頂風者或隊友所提供的狀況
練習狀況描述:
原先安排0700-0800是帝大水族的練習時間, 0800-1000為實習的時間. 結果我在0700時到達台塑加油站, 兩位助教及兩位曾先生已在場. 0715無他人前來, 於是我們就先開始練習, 而這對之後的練習證明相當有幫助. 我們發現, “停車”、”左右轉”、”障礙物’、”換首”的手勢對安全十分有幫助, 但是更重要的是, 隊中的每個人都有義務把手勢一個接一個傳下去.
0800-1000之間陸續加入了其他的人員, 雖然人數越多越難產生默契, 但是好在有開始熟悉的人員幫忙, 所以新加入的人員很快也進入狀況. 此時我們體悟到為了避免退下的人在插回頂風排時不小心落後太多, 頂風排的最後一人看到他時應喊出”尾巴”的口令. 在這之後, 我們整體的速度逐漸提升, 証明了我們的默契逐漸發展出來了. 但是到了0900之後, 在靠近石碇休閒站開始有了上北宜高的車潮, 所以我們不得不在1030結束此次有意義的實習活動.
練習之後, 我們發現隨著速度越高, 在前頂風的時間應越短, 同時也讓退下的一排人(休息排)較有機會休息, 因為退下的人在前面仍有人頂風. 而我們練習時的隊形比較接近直線, 而不是一個轉動的履帶, 代表每個人頂風的時間是相當長的.此外我想到為了避免退下的人之前輪被即將退下的人的後輪掃到, 退下的人在前後輪不重疊時應喊”OK”的口令.
另外, 106外環道有不少交通號誌, 為了安全起見我強烈要求在紅綠燈不論是否為紅燈, 皆要減速. 但是即使為紅燈, 頂風者如果看到無來車, 可以繼續小心地前進, 可以減少對練習的干擾.
此次練習除了感謝兩位辛苦的助教全程參與幫忙外, 也要感謝所有參與人員的建議及合作, 讓課程進行地十分平順. 還有兩位騎登山車參與的, 花比別人更多的力氣在騎, 精神可嘉.

對下次練習的建議:
106外環道適合作為低速的輪車練習場地, 因為交通號誌多, 而車流量亦不算少, 距離亦不足夠. 如要再提升輪車的速度, 最好是移師至北海岸金山至三芝段(單趟約20km). 此外我們亦可練習追擊逃脫集團, 把人員分成4比6的比例, 4為逃脫集團, 6為追擊集團. 不過為了人員的收整, 建議在金山, 王公橋及三芝作為收攏點. 不論是否追上逃脫集團, 所有人都在收攏點集中一次, 然後換組.
然而要培養默契較易在低速下產生, 所以最好在106外環道練習幾次, 再嘗試到北海岸練習. 另外到時候可能需要汽車編組, 幫忙把人車載到金山, 以節省體力於練習用. 希望4/8(六)就可以到北海岸練習.