Wednesday, July 13, 2016

2016 Syracuse Road Race

I've done four road races and one Eroica event (vintage bike ride) this year and the best weather has been for the first one back in April. We've had some gorgeous weather this year with some very hot days of late. Just not at my races. The weather for my latest race, the Syracuse Road Race, was a mixture of cool (16 C), drizzle, and 20+ kph NW winds. My entry fee for the Masters 35+/Cat 4 combined was waived because I won the last race I did, the Canadian National Road Race Championships. So, not only would the registration fee have been lower than the competing O-Cup race (the Campbelleville Crit) but by wearing my National Champion jersey, I didn't have to pay at all. How does that work? In any case, I found myself warming up (or trying to) on a cool Sunday morning with bib shorts and a somewhat breezy National Champion jersey. I immediately went back to the car to add more layers. I had brought an extra jersey so I wore that under my Champion's jersey and added arm warmers and leg warmers. I considered I may be overdressed but I hated being cold especially in the rain. Been there and done that, as recently as the Toras Mor this past May, and wasn't interested in doing it again. I also wanted to try and get more air into my tires but was having trouble with the valve extensions leaking air and so left them as they were. But I wasn't entirely happy doing the race on soft tires.

At the pre-race instructions (2nd from left), proudly wearing my Champion's jersey.

As with the previous 3 road races, I was doing this one with my team mate, Marco. And, as per usual, Marco was right up near the front as we rolled through the 2.5 mile neutral zone while I rode a little further back trying to stay out of the wind. Actually, at one point during the neutral zone, Marco even tried to roll off the front but the peleton were having none of that (even during the neutral zone). The race proper officially started once we made the left turn onto Song Lake Road but the pace didn't really change much until we made a right turn onto Song Mountain Road. Then the pace began to get hard. Going up the mountain (it wasn't so much a mountain as a long hill), I found myself putting in quite an effort in order to stay near the front. Looking down at my power meter, at one point, I noted I was well over 300 Watts. "What's going on," I wondered? "I don't remember this climb in the course profile," I thought. No sooner had the thought passed than a motorcycle escort rode by us to head off the pace car which had, apparently, taken us off course. "Oh well," I thought, "an extra kilometer of climbing for free".

Start and first loop around the course:

Once back on course, we continued our easy tail-wind assisted pace south along Song Lake Road past Preble Road. Oops, the pace car took us off course again. We turned around to get back to the turn at Preble Road where we headed West before another right onto Ottisco Valley Road and into a head wind. The attacks started almost immediately, despite there being a strong head wind. A Premium Mortgage Cycling Team rider went off the front. He didn't stay away long but, undeterred, he tried again a short while later. This time, the peleton seemed content to let him hang out off the front. Myself, I stayed hidden from the wind about 10 riders back but keeping a watchful eye on proceedings. Marco continued to mix it up at or near the front. Over the next several kilometers, Velo Racing Solutions, Dan Staffo, launched a few probing attacks without really making an effort to bridge up to the solo ride out front. I think he was waiting for someone to join him which, actually, was the smart thing to do. Eventually, on one of his probes, somebody did join him. It was Marco.

From my position, 10 riders or so back, I watched as Marco bridged up to Staffo."Damn," I thought. We had talked about this, trying to make something happen on the opening lap, on the drive down. Or rather, Marco had talked about it. I was against it as it meant attacking into a headwind, preferring instead to wait until the 2nd time up the climb on lap 2. But it looked like Marco was going for it so I eased my way up the shoulder until close to the front before launching my attack in an effort to bridge up to the pair out front. They weren't yet that far up the road and so bridging was fairly easy. Looking back I was somewhat surprised at no reaction from the peleton. They were probably of the mind that it was senseless to attack into a headwind. Personally, I shared that view yet here I was in a 3-man break attempting to bridge up to a fourth. You could not, however, say that the break was working well together. Staffo persisted in attacking the two of us. The first couple of times, we brought him back but on the 3rd attack I let him go to see what he would do. Damned if he wasn't trying to bridge up to the Premium ride out front. And it looked like he was going to make it. Which meant having to again work a little harder to close the gap. So Marco and I worked together and slowly reeled him in but not before he reached the rider out front. "I'm going to close the gap," I said to Marco as I took my turn on the front. I put in a solid dig to close the gap to the two out front. I looked back just before reaching them to make sure Marco was still with me. He wasn't. "Crap," I thought, "I did it again." I had a habit of dropping break-away companions by not rotating smoothly and it looks like I had just done it again. I hooked up with Staff and the Premium ride but sat on their wheels instead of working with them. They didn't much like it but I was waiting for Marco. Unfortunately, we made the right turn onto Oak Hill Road before Marco had bridged.

Starting the climb, I had a dilemna. "Do I go with them or wait for Marco?" I elected to wait. "Go Richard!" Marco yelled at me. But I had already made my decision. I waited and together we started the climb. But with Marco having just expended a lot of energy trying to close the gap just prior to the climb, he didn't have much left for the climb itself and the gap to the two leaders continued to stretch out. Looking back, I could see the peleton just starting the climb, about 500 meters back. I continued to set a steady but not too hard tempo up the hill, hoping that Marco would recover. About halfway up the climb, we were passed by another Premium Mortgage rider, Spencer Perry. I attached myself to his wheel hoping that Marco would do the same. But as Marco drifted off the back I heard him again repeat, "Go Richard!", and this time I went.

Man did I suffer. Spencer Perry was very young and very light. He couldn't have been more than 130 pounds. And he was strong. He just kept churning the pedals up the climb with absolutely no relief for me. "That's it," I thought on more than one occasion, "I'm done!". Wearing two jerseys, arm warmers, and leg warmers, I was definitely overdressed and was overheating. My O2 consumption was through the roof and I wasn't getting enough. But I held out for just a little while longer each time and managed to stay on his wheel. Once we reached the top, there was a bit of a flat section followed by a descent during which I was able to somewhat recover but a second climb was looming and I wasn't looking forward to that. But before reaching the 2nd climb, we were joined by a 3rd rider. "Where are these guys coming from", I wondered? Looking at him as he took a place in our rotation, I saw that he too was young and light. It was fortunate for me that he joined us because Perry dropped us on the 2nd climb and having someone to work with enabled the two of us to catch back on once the climb was done. Working together, the 3 of us then quickly closed the gap to Staffo and the other Premium rider.

With 5 of us working together and aided by a strong tail wind, our pace along this SE portion of the course was quite high. I personally wanted to push it even more but was basically asked to "cool it" by the other guys in the break. We passed the front Pro Women's group, shortly after making the turn onto Preble Road for the trip back up the NW portion of the loop but were caught not long after that by a chase group from our race. This was both good and bad. It was bad, of course, because our break-away was caught. But good because Marco was in the chasing group. After the catch, the pace slowed to a crawl and the Pro Women's pack passed us back. And though, physically, it felt good to not be racing (because racing hurts), it was hard mentally because we were in a race and "we should be racing, damn it," I thought. I looked down at my heart rate at one point during this stretch to see it was only 85 bpm which I thought was somewhat ridiculous. But eventually, we reached the turn onto Oak Hill Road where I prepared myself mentally to again dig deep.

As we negotiated the sharp turn, I rode over some rough pavement. "That didn't feel good," I thought. Sure enough, just as we started the climb, I felt the familiar feel of rim against pavement. My rear tire had gone flat. With soft tires, I had pinch-flatted on the rough pavement. "Go Marco!," I yelled, "I've flatted". He turned in acknowledgement and continued with the pack as I waited for the wheel vehicle.

"What's wrong," the wheel mechanic asked me?

"Flat tire!," I responded.

"Do you have wheels in," he asked? I shook my head. "Sorry, it's wheels-in, wheels-out," he replied.

"That's different," I thought. It was my experience from every other race I had done that "wheels-in, wheels-out" meant that if you got a flat you might get your own wheel, if indeed you had put wheels in the wheel vehicle, or you might get somebody else's wheel. I had never before been refused aid. "Is there a sweep vehicle," I asked?

"Yeah, the sweep vehicle should pick you up," he replied. Before leaving, he took my race number and then he was gone, leaving me wondering what to do next.

"Might as well try and get comfortable," I thought to myself. There was a guard rail a little further up the hill and I made my way there. After leaning my bike against the guard rail, I settled onto the shoulder and leaned back against the guard rail to begin my wait for the sweep vehicle. "At least it's not raining," I thought. In fact, the sun was trying to poke it's way through the overcast and it actually began to feel nice out. But that didn't last long, The clouds returned and it again got surprisingly cold. I was glad of my extra layers. I huddled from the wind against the protection of the guard rail and continued to wait.

I waited for about an hour, maybe less, until the Cat 3 peleton churned by. The wheel vehicle attached to that race stopped to ask if I needed anything. "I'm waiting for the sweep vehicle," I replied.

"It should be just a little ways back," he responded before driving on. I went back to waiting.

It wasn't long before the Men's Pro race peleton rode by. It was a fairly large pack with two race vehicles. The first vehicle, laden with bikes and wheels on the roof, was clearly the wheel vehicle. Behind it, four ways flashing, was a full-size SUV which I assumed to be the sweep vehicle. "Finally," I thought to myself. I stood as the peleton rode by in anticipation of the sweep vehicle stopping. It didn't!

"What the heck," I wondered out loud? I watched the large black SUV disappear up the climb and around the bend. "Maybe that wasn't the sweep vehicle," I asked myself doubtfully. I turned around to look back along the course. The view across Otisko Lake, one of the Eastern-most of the Finger Lakes, was actually quite nice. From my vantage point I had a clear view of the course. "There must be riders that had been dropped from the Men's Pro race. Maybe the sweep vehicle was behind the last of those," I hoped. I remained standing for awhile, on the lookout for dropped riders before the sky once again clouded over and the wind picked up forcing me to huddle back down behind the guard rail.

There weren't many dropped riders. A couple, maybe more. I don't really remember. I sat awhile longer after the last pair of dropped riders had ridden by before checking the time on my Garmin once again. By my calculation, it had been about an hour and a half since I had flatted. "Where is that wheel vehicle," I wondered? Glancing back down the hill, I noticed the Marshall who was stationed at the turn onto the hill was packing up his gear. "That doesn't bode well," I thought.

Over the next hour, several people stopped their cars to ask if I was alright and whether I needed help. A couple of very friendly women who had earlier walked passed me stopped on their way back to see if I needed help. "I'm taking you home to my place," one of them insisted. "You can't stay out here all day," she said. But I figured the best course of action was to stay put. I didn't have my mobile with me (mistake one) and didn't even recall the name of the town we had parked in. No, the best thing to do was to stay put until Marco came to find me. I politely declined, thanking them profusely and went back to waiting.

It had been 2 1/2 hours and still no sign of Marco. With lots of time on my hands, I ran some scenarios through my head. I estimated it could be more than a 15 minute drive to the start line where Marco was parked. He would assume I'd have gotten a wheel from wheel support. But by now, he must know that something wasn't right. So next, he'd think, like I did, I'd be picked up by the sweep vehicle. "He may have podium-ed," I thought "in which case, that would keep him side-tracked for awhile." "But 2 1/2 hours?" Then I remembered how Marco is with directions. "Oh great," I thought,"he's probably lost". I went back to waiting.

I was just thinking how glad I was to have added the extra layers of clothing when it began to rain. It wasn't heavy but with the cool temperatures and stiff wind off the lake, it suddenly got quite cold. By now, my head tilted up the road at every approaching vehicle. "Nope, Marco doesn't drive a pickup". Audi S6, "yeah, he wishes!" Nineteen eighties Honda Accord... "How the heck is that thing still on the road?" At some point I got tired of looking. That's when Marco finally arrived


  • I heard Marco's side of the story on the drive back. "I was still out on the course," was what he was told. What he wasn't told was that I was out on the side of the road with a flat tire with no means of getting back. He got suspicious that something was seriously amiss when they started packing things up back at the race site.
  • Marco did indeed get lost while trying to find me but was able to retrace his steps and get back on course.
  • Dan Staffo won the Masters 35+ race. Spencer Perry who came second overall in the break that had formed the 2nd time up the climb and earned enough points to be promoted to Cat 3. He deserved it, he is a strong, young rider who I expect has many more podiums in his future.
  • .Yes, I would do the race again. Though there were some holes in the organization, it's a great course and very friendly atmosphere. The race is run mostly by volunteers so you can't really fault them. Next time, I'm carrying a spare tube and cartridge along with my mobile. I'll also be putting wheel in, in future.
  • Marco came 3rd in the Masters 35+ race.

Third place for Marco (far left).

Thursday, June 16, 2016

2016 Nationals Road Race

Sitting, in and of itself, has never really appealed to me. Fishing, watching baseball, yoga... these are activities I avoid. There are, however, two circumstances that elevate "sitting" to the top of my list of pastimes. One: after a really hard bike ride or race. The other: just prior to a race. Under both circumstances, I'm content to sit for hours on end. I'm not completely clear on the cause of this phenomenon but I'm fairly sure it has something to do with suffering. So it was on the start line of the 2016 Canadian Masters D Road Championships in St. Calixte, Quebec. I felt I'd rather be sitting.

I didn't sit, of course. Instead, I tried to busy my mind, surveying my competitors to pick out who were the "gamers". Peter Kofman was over by the barrier at the front of the pack. I knew he'd be game for trying to make something happen. Beside him, also on the front row a couple of riders over, was another very fit looking guy, Jim Laird, who also looked game. There was a guy, a couple of rows behind Kofman, in short sleeved jersey and shorts, no arm warmers, no leg warmers. On this 10 degree morning, I wore leg warmers, a long sleeved fleece-lined jersey plus vest and full fingered gloves and I was practically shivering. "That guy won't last long," I thought. I was wrong!

My strategy for this race was fairly simple. My plan was to "suffer" with the expectation that doing so would cause others to also suffer. The last thing I wanted was for this thing to finish in a bunch sprint with everyone on fairly fresh legs. The more suffering I could impose, the better for me.

The race finally started (after a 20 minute delay) and we cruised to the first corner of the 16 km loop and the first climb of the day affectionately nicknamed "the wall". This first time up the wall, the pack pretty much stayed intact with everyone still on fresh legs. About 3 km later was another wall followed by a crazy fast descent and then another hill which could be taken in the big ring and as such was not really a factor. The next couple of kilometers were reasonably flat and then a left turn onto another screaming descent at the bottom of which was a wooden-planked bridge followed by a couple more left turns that had us heading back towards town. The route back to town was mostly flat but with a bit of a crosswind which turned into more of a headwind the closer we got to town.

First time up the wall with Robert Anderson to my left.

The second time up "the wall", four of us got a gap: "Mr. bare arms and legs", Peter Kofman, some other guy, and myself. We got into a rotation, thanks in large part to Kofman getting the group organized, and opened a comfortable gap fairly quickly. I soon realized that "Mr bare arms" was Robert Anderson, winner of the TT the previous day and former National Champion (apparently 9x National Champion). He was clearly very strong. The 4th guy in our group, not so much, as he would skip a turn every so often so either he was faking it or he was struggling. My money was on "struggling". He was a bigger guy so I figured the climbing was exacting its toll. All of which meant I was in line for a podium spot. "Stop that," I said to myself, "don't count your chickens." I focused on following wheels and taking turns. That second lap was hard work but we did stay away from the main pack... barely.

The 3rd time up "the wall", we were about halfway up the climb when the main peleton swarmed the bottom as one. "Holy crap," I thought, "they're closer than I realized". Seeing the main pack so close injected a sense of urgency into my climbing and I reached the summit a few meters behind Anderson who was first to the top. He turned and tapped his rear end for me to latch on. I looked back to see Kofman a few meters further back. At first, I hesitated, preferring to be in a three-man break than a two-man break. But the distance to Kofman was greater than the distance to Anderson so I made my decision and surged up to Anderson. Anderson then took a good long pull that allowed me to recover from my effort as well as putting some distance between ourselves and the rest of the pack. The remaineder of the lap saw us alternating turns at the front with strong but steady pulls.

Anderson drilled it, the 4th time up "the wall" giving me pause to wonder whether he was trying to drop me. He drilled it again on the 2nd wall a couple of km later. But as hard as the effort was, I was able to match it. My attempts to lose weight over the Winter hadn't gone so well but my training had progressed very well and my 5 minute power, which has always been my best asset, was solid. "If Anderson was going to drop me anywhere", I thought, "it wasn't going to be on a climb". I surged to the front, after cresting the wall #2, to take the lead down the descent. Anderson and I seemed to have worked out a fairly efficient division of labour but one thing I noticed was that I was a better descender and so I made sure to be on the front for each of the two long descents. I also seemed better at cornering and so also took to the front ahead of each of the sharp left turns; there were about four of them. The rest of the time, we just alternated and pushed on. We weren't given any time gaps and so, not knowing how much (or how little) an advantage we had, we pressed on as hard as we could manage without completely imploding. But by the end of the 4th lap, I was beginning to feel the fatigue setting in.

We didn't have this information and so kept pedaling scared.

Apparently, Anderson was also beginning to feel the effects of fatigue because the 5th time up "the wall" he was noticeably slower. This suited me as it allowed me to better manage my effort. I think we both backed off a little for that 5th lap.

The last time up "the wall", I actually dropped Anderson and had to wait for him at the top. Coach would probably have not approved. I can hear him now, "Why you wait?" But not knowing how far back the main pack was, I stuck with the known. We had worked together well up to this point at holding the hounds at bay so I waited.

Anderson doing his turn at the front.

The rest of the last lap was easier mentally because it was the last lap but harder physically. I started to feel twinges in my calves as we got closer to town, especially during my pulls at the front, and wondered what I'd have left when it came time to contest for the win. I wondered how things were going to play out. I didn't think Anderson would try and attack me because clearly he was as tired as I was. But a pattern had developed over the previous laps whereby I would take the lead at the sharp left hander about 2 km from the finish. Anderson would then take over on the long stretch leading up to the Mac's Milk and I would again take over into the headwind. Anderson would again take over on the run-in to the start/finish. True to form, with 2 km to go, we both fell into the same pattern. I took the front into the headwind as we approached the last turn before the start/finish. I backed off a little, as we approached the final turn. I heard Anderson's gears click and similarly switched into a bigger gear. Anderson attacked the turn and I jumped on his wheel. I came around him about halfway to the finish line, handily beating him to the line. I heard my name broadcast over the loudspeaker. "Did that just happen?" I asked myself.

Last time across the start/finish line.

Coasting past a traffic cop, she asked: "Did you win?"

"I think so!" I responded, still unable to comprehend what had just happened.

The next hour or so was surreal. I kept waiting for someone to discover a mistake had been made. But nothing happened. I had won!

Robert Anderson (left), Me (center), Jim Laird (right).
1st place:
Richard Westwood / Kurzawinski Coach
temps 2:45.05
2nd place: Robert Anderson /Team Specialized
temps 2:45.05
3rd place:
James Laird / Peak Valley Racing team /Vancouver.
temps 2:50.57

After the race, I stuck around to watch Marco race in the Master C event. I volunteered as wheel mechanic for one of the support vehicles and so had a good vantage point from which to witness his race unfold. Three-plus hours of sitting in the support vehicle followed by a 6 more hours of sitting for the drive home. What bliss :)

Tuesday, May 31, 2016

2016 Killington Stage Race

With a number of competing races scheduled for the same weekend, including the Grey County Road Race in Ontario and the GP Val-David in Quebec, numbers were down for the Green Mountain Stage so the race director made the decision to cancel the individual Masters Age group categories. We were offered the choice of having our entry fee refunded or move to the Master Men 4/5. While disappointed at not racing in my own age group, the prospect of racing together with Andy D'Angelo and Marco sounded like fun. A few emails went back and forth between Andy, Marco, and I, we all all agreed on the move to Master Men 4/5. Having done the same race in separate categories two years previously, I was really relishing the idea of the three of us actually racing together as a team. Andy had done well in the Sprint competition that year, before getting relegated for touching the yellow line, so we thought he had a pretty good shot at earning the Green Jersey this year. Racing together would give Marco and I the opportunity to try and work for Andy to secure that jersey.


Friday morning, Marco and I received an email from Andy:
You guys don't happen to have an extra left shimano shifter? Mine seems jammed damn. 
A short while later, another email:
Guys think I'm screwed.. Left shifter's messed up... obviously no time fix. Take off without me.. don't want to hold you up. 
"Crap," I thought to myself, "this sucks!". The weather forecast for the 3 days was bad enough news. Now this! "Oh well," I thought, "I guess it's just me and Marco."

A couple of hours into our drive, we had crossed the border and well on our way to Killington when we got another email from Andy:
You guys on the road already? Figured out what's wrong.. works finally.
"Alright," I yelled out loud, "we got our sprinter back!" Marco and I were both happy about that.

Getting to Killington took awhile. We left before 7:00 but didn't get there until 4:00. The drive along I90 went pretty quick but things really slowed down once we left the main highway. It seemed everyone and their cousin had left for the Memorial Day weekend. We sat helpless as our ETA gradually stretched from 2:40 PM to 4-something. I stopped looking after awhile. We did eventually get there, with Andy arriving just 2 hours later.

The view from our chalet.


The forecast for Saturday was for rain but it looked like it was going to hold off until later in the day which suited the three of us just fine. We could deal with Sunday and Monday`s rain later but it would be nice to at least start the stage race with some sun. Our race didn`t start until 9:20 so we had plenty of time to strategize. There really wasn`t all that much to strategize about at this point. There was one intermediate sprint and there was the finish and both came at the end of the same fast downhill. In all likelihood, Andy would be left on his own to freelance but Marco and I could at least mark any potential breaks. We had fun devising different scenarios.

Unloading the bikes for the start of Stage 1.

On the start line for Stage 1 wondering whether I`m ready.

Stage 1 consisted of 2 laps of a |30k circuit. The first 11k of Stage 1 was easy downhill with everyone content just to sit in the pack. But after turning the corner onto Route 100A, the pace gradually increased for 10k to the top of the KOM. The first time up the climb took some effort but wasn`t too tough.

Getting ready to go (unsuccessfully) for the 1st KOM.

Andy and Marco hanging tough at the top of the KOM.

After the KOM there was a fast descent and then more climbing before a fast 5k downhill to the finish line. The first time past the finish line was the intermediate sprint and it seemed that after the KOM one of the "Tall Socks" guys had it in his mind to try taking the sprint solo. The pack let him hang out there for awhile but once we started the long downhill, he was quickly reeled in. I attacked right away as soon as we had brought the "Tall Socks" guy back with Andy jumping onto my wheel. We got a gap and stayed away until about 1k to go. I hung in there until 500 m to go and then I was gassed. Andy finished it off for the intermediate sprint.

The second time up the KOM climb was tougher. A group of 3 guys got away and, though they didn't look too threatening at first, they gradually began to eek out a sizeable gap. "There go Andy's sprint points up the road," I thought. I was halfway back in the pack at this point and had to go onto the shoulder to move up to the front. "On your right," I called as I moved up towards the front of the pack. I attacked the pack as soon as I reached the front to prevent anyone from easily getting onto my wheel and did an all out effort for about a minute to try and establish my own gap before settling into a more reasonable rhythm. Upon reaching the break, I just sat on wheels. Apparently, my bridging up to the break injected some pace into the pack and the break was quickly brought back. The pack may have eventually brought the break back on their own but I wasn't taking any changes.

After the 2nd KOM, the pace for the next climb was much harder than the first time up. Marco was vigilant at the front of the pack to make sure nobody got away while I stayed a few riders back with Andy just behind me. I kept checking every once in awhile to make sure our star sprinter was still there and when all of a sudden he wasn't I tried to look further back. Andy wasn`t in sight. "What the heck?" I pulled onto the shoulder and eased up to allow the pack to pass. Andy was at the very back. 

"Rich, my calf cramped up," he said.

By this time, the road was starting to flatten out. "You ok now?" I asked

"I hope so," he answered but he didn't look to confident.

"Come behind me on this side," I said. Andy dutifully moved in behind me while I brought him back up towards the front of the pack. As we neared the front, the shoulder gave way to broken-up asphalt so I eased onto the main road but no sooner had I merged when the guy to my left changed his line in front of me forcing me back onto the crap asphalt. "Pstttttttttttttt..." the sound of air leaving my tire was the last thing I wanted to hear. 

"Fuckkkkkkkkkk," I yelled in frustration. I passed through the rest of the crap asphalt before pulling over. Fortunately, the SRAM wheel car was right behind me and, in record time, the guy replaced my rear wheel with a brand new Zipp. But the pack were well on their way to the sprint finish by the time I got going again. "Out of contention again," I thought. Ironically, the same thing happened two years earlier where I flatted in roughly the same location. I crossed the line 1:13 behind the main back.
After crossing the finish line, I found Andy and Marco. "How'd you do?" I asked, doubtfully.

"I got it," he answered.

"YES!" I yelled out loud. My mood went from downbeat to elation in a fraction of a second.

Andy gets down low for the sprint win.

Andy takes both the leaders jersey and the sprint jersey on Stage 1.


It rained through the night but fortunately the rain had stopped by Sunday morning. Sunday`s Queen stage didn't start until 9:10, again leaving us plenty of time in the morning to strategize. Andy had 18 points from taking both sprints on day 1. It was possible that he already had the Green jersey locked up but if 2nd place was taken by the same guy each time then he wasn`t out of the woods yet so to speak. Checking the results, we saw that indeed Mathew Payne of Jordan Racing had taken 2nd place both times. There were 6 points up for grabs on stage 2 with 4 and 3 points, respectively, available for whoever took 2nd and 3rd in the sprint. With Andy at 18 pts and Mathew at 12 pts, if Mathew won the intermediate sprint on and Andy was shut out then he could lose the jersey. We devised a plan for Marco or me to try and break away early to scoop up the intermediate sprint win. If we were chased down, in all likelihood it would be the Jordan team doing the chasing and Andy would have the luxury of sitting on wheels until the sprint. If they didn`t chase us down then we would scoop the points and Andy would have a lock on the jersey.

Andy was in a pretty good mood to start Stage 2.
It`s customary for the jersey wearers to be called to the front at the start of stage 2 so Andy and the winner of the polkadot jersey, Travis Burleson, were called up. Marco and I occupied positions at the front of the pack and the three of us rode at the front through the neutral zone and up to the start of the first climb which came about 5k in.

The leaders jersey and KOM jersey at the front of the start line.
The first climb wasn`t particularly steep but at 3 km long it wasn`t short. One thing we wanted to guard against was the possibility of someone attacking the first climb and causing a gap so Marco went to the front and set a steady tempo which just hard enough to discourage anyone from jumping off the front. While Marco set tempo at the front, I dropped back to mark Andy's nemesis. I found him at the back of the pack with the rest of his team mates. I seemed to blend right in which surprised me. I figured that, like us, the other team would have been strategizing about how to take the Green jersey from Andy's shoulders but it wasn't until about 15k to the sprint point that I over heard them talking about it. I couldn't make out what they were saying but it was clear that they were devising some sort of plan on the fly. With about 5k to go, Payne and his team mates began to make their way towards the front which was my cue to find Andy and Marco.

I found Andy and Marco at the front of the pack with Marco still setting a steady tempo and Andy on his wheel. I thought to take my turn and took over from Marco with Andy and Marco just behind me. "Let him go," I heard Marco say to Andy. Without turning my head and steadily pushed on. After about a minute, I looked back, somewhat surprised I had a gap. I pushed on while steadily increasing my power. I had just passed the 3k to go (to the intermediate sprint point) sign so knew I could maintain about a 5-minute interval power. I kept checking back but nobody chased. I heard from the guys afterwards that, apparently, the plan devised by the other team must have consisted of watching Andy because by the time they thought about the guy up the road it was too late. I took the intermediate sprint and, with it, the 6 points available. Mathew Payne was mathematically eliminated.

Kurzawinski scooped the intermediate sprint points to secure the Green jersey.
Shortly after the intermediate sprint, the road makes a sharp right onto North road for the start of the first KOM. This was the last we saw of Andy which was fine. His job was done. For the next 7k, Marco and I struggled to maintain contact with the front of the race. Over the course of the KOM climb, the pack split into 3 groups with around 10 guys in the front group, another 15 in the 2nd group, of which Marco and I were a part of, and the rest behind us. Marco was able to bridge back to the front group before the top of the climb. Fortunately, for me, the 2nd group similarly bridged back up to the front group on the subsequent descent. I dodged a bullet there. So by the time we got back into the valley leading to the base of the final climb. Marco and I were together with a large front pack of around 25 guys. 

With around 5k to go before the base of the final climb, I heard the familiar "Psssttttttt..." Only it wasn't me this time, it was Marco. Of all the luck... I stopped, for two reasons. I wasn`t sure where the neutral support was and I had a spare tube and CO2 cartridge. It wouldn't have done any good because I had clinchers and Marco had Tubulars but I didn't know that at the time. The 2nd reason was to help Marco to bridge back up to the front of the pack. Neutral support wasn't too far behind so Marco was able to get going without losing too much time. I was prepared to work with him to try and bridge back to the front pack but just as we got going, the 2nd pack of around 15 guys zoomed by
us. We quickly jumped on that train and worked with them to close the gap to the front group. By the time we reached the base of the final climb. we had reached the front group. 

The final climb was ~9k and ~25 min of agony. The day was really heating up by that time and, with no wind, the heat played a factor. I started the climb riding with Marco but while, he had a Compact crank, I had stuck with my 53-11 and so had to climb at my own pace. While I wasn't able to stick with the top 5 guys, I did finish within 10 seconds of the next five, taking 9th place on the stage. Marco struggled, with his replacement wheel having a strange cassette configuration on which the smallest gears were too large for his chain and had to do the climb in too large a gear. He still managed a respectable 14th on the stage. Andy finished, 25 minutes later, well down in the standings as is customary for the Green jersey bringing up the lantern rouge :)

Nearly at the finish line (I'm 3rd wheel. Not sure what I was looking at.)
Marco at the finish of Stage 2.

Andy on the podium again for hanging on to the green jersey.

Celebrating Andy securing the Green jersey.

Sunday's Stage 3 TT was pretty much a formality. Technically, Andy did need to finish the stage to officially keep the Green jersey but neither Marco or I had much chance of a GC podium spot. For each of us, it was more a matter of seeing what we could do. The forecast again was for rain but again the rain held off and instead turned into a gorgeous day. We all finished the TT within the top 15 and the race was done by 9:45. Can't beat that! We did have to wait until 12:45 though because Andy was on the podium AGAIN. But the waiting wasn't too hard to take while sipping some freshly brewed Long Trail beer. 

Andy on the podium for one last time.

Wednesday, May 20, 2015

2015 Niagara Classic - Race Report

What I've found about Bike Racing is that there are lessons to be learned from every race. I come from a Triathlon background where lessons-learned are dished out in a much more palatable fashion. In Bike Racing, the lessons smack you in the face. So it was with this year's Niagara Classic.

My main goal going into this race was to get a good Threshold workout in. As such, my plan was to look to get into a break. But I also wanted to be smart about it. Get in a break too early and I'd only be tiring out my legs only to have the pack hunt me and my break-away companions down just in time for the inevitable bunch sprint. I figured I'd treat a break more seriously after the halfway point or after 3 laps of the 6-lap race.

Fifty six riders lined up for the start of the 2015 Niagara Classic Masters 2 race with no fewer than 8 teams with 3 or more team members : Morning Glory with 6 members, Nacsworld with 5 members, B1 Evo, Erace Cancer, and Elite Health with 4, and Cyclepath Oakville, Team PBR, Waterloo CC, and Wheels of Bloort with three apiece. The race route consisted 6 laps of a 12.3 km course which was mostly flat except for the climb up Effingham Rd.

Niagara Classic Course Profile
Racing up Effingham Road the very first lap would just have been cruel. Still, I was on the lookout from an attack on the get-go. Thankfully, everyone was civil about the climb the first time around and I made it to the top without too much difficulty. Although, I have to say, it was harder than I was expecting even at a civil pace and I was closer to the back of the pack than I would have liked by the time we crested the top. Being at the back of a pack of over 50 riders with the yellow-line rule in effect, it took me half a lap just to get back near the front and it wasn't until the turn onto Kilman Rd that I was able to sprint my way to the front where I arrived just in time to witness a half-hearted break-away attempt. I watched this attempt with interest, curious as to the reaction this would prompt from the peleton. One by one, riders bridged across to the break, first one then a second and a third. Once the 4th or 5th rider tried to bridge up to the break, the peleton, predictably, had had enough and the break was brought back under control before the next turn onto Center St.

Niagara Classic Course Layout

The second time up Effingham, I suffered. The pace wasn't so hard that I needed to go 100% but it was hard enough that I felt it. I was thankful for the following downhill where I was able to pedal my way back to the front while everyone else was coasting their way down. The pace eased up once the road leveled out and a rider attacked the peleton followed quickly by someone wearing the unmistakable fluorescent green of the B1 Evo Cycling Club. As with the earlier break-away attempt, I waited to see how this one would unfold. As the pair seemed to be maintaining a gap of only 200 meters for about half a lap, I wrote this one off as another break-away attempt made too early. Crucially, however, they got out of sight after making the turn onto Center St. which became a strategic advantage for them. When we got the time check at the start of lap 3, they had a 25 second advantage.

My third trip up Effingham seemed even harder than the second and I spent considerably more time thinking about how it may not have been such a good idea to do a 100 km ride the pervious day than I did thinking about the break. The break, I was convinced, would be brought back. What I was less sure about was whether my legs would tolerate another 3 trips up Effingham.

My 4th trip up Effingham seemed slightly easier than the previous three. I was finally starting to feel good. It only took me an hour to warm up. Somewhere during this lap, I learned that one of the two break-away riders had come back to the pack leaving only a solo rider up front. There was chatter behind me about how there was no way this guy was going to last out there all by himself. Internally, I tended to agree. The guy had already been out there a couple of laps. He would basically need an additional 40k time trial in order to stay away. The peleton, with its strong contingency of teams, would not allow that to happen. Would it? On the other hand, we weren't going that fast. It seemed to be always the same few guys on the front and they weren't exerting themselves that much. "Not my problem," I thought. I'll let the teams worry about it.

My 5th trip up Effingham actually felt good. I could have gone harder but paced myself up. I felt strong and ready to do something. All I lacked was, well... something to do. It became apparent during this lap that a few riders were becoming concerned about the gap which by now had extended to a minute and a half. The problem was there was no concerted effort to bring the solo rider back. Number 244 (Sean Ryan) would take a strong pull on the front along with one or two of the PBR guys (I think it was the PBR guys - they changed the colour of their kits this year making it harder for me to pick them out) but, frankly, I expected more from the bigger teams, particularly Morning Glory who seemed to have a bunch of strong guys in this race. Two guys doing the work up front was not going to bring back a determined break-away. Maybe the last lap will bring out the effort I was expecting.

My last time up Effingham, I stayed near the front thinking this would be a good time for a second break to get away. But it quickly became apparent we would be all together again for the downhill. What became equally apparent was that the peleton seemed resigned to sprinting for 2nd place. "This is ludicrous," I thought. "How could they let this happen"?

I spent the rest of the last lap ensuring I stayed near the front. There was a break-away attempt, of sorts, on Center St (Sean Ryan), that I was kind of hoping would get a bigger gap but everyone was getting keyed up for the finishing sprint (for 2nd place) and he didn't get very far. I had thoughts of doing my own break-away attempt after the turn final onto Metler but that came to naught and I found myself in about 2nd or 3rd wheel passing the 500 meters to go sign. This was good positioning, I thought, for the sprint (for 2nd place). My legs felt good. I felt almost guaranteed of a good finish.

With around 400 meters to go, riders came flying by me on either side. WTF, why so early? Didn't these guys read my script? I dug in and sprinted, hands on the drops, profile kept low for aerodynamics. It didn't help. I crossed the line 18th out of the 26 left in the pack, 19th overall after accounting for the B1 Evo rider who managed to single-handedly holding off the peleton (kudos to Dorel Pop).

The hour and a half drive home gave me plenty of time to consider my lessons learned. First off, this was a training race. I should have been more aggressive about getting into breaks. No matter whether they were too early or looked destined to fail. There are only so many of these opportunities per race. Secondly, I too easily blamed "the peleton" for not closing this guy (the race winner) down. I am part of that peleton. What's more, I know a few of the guys in the peleton. What would have happened had I been even a little vocal about organizing a chase. "Come on guys, we need just 5 or 6 of us working together and we'll get the job done". But I kept quiet. And now I have to live with that.

Tuesday, January 13, 2015

2014-2015 - Pretraining, Block1 (Rehab from hip surgery)

In the previous blog for this series, I outlined my 2014-2015 Winter training goals and the training plan intended to take me there. This blog reviews the first 2 blocks of that training plan.


Because I had hip surgery on Sept 7, 2014, my 2014-2015 Winter training season started much earlier than usual with a 5-week training block spanning Sep 15 to Oct 19. Surprisingly, though using a cane throughout this Transition block, I was able to tolerate trainer workouts quite comfortably.

Figure 1: workout comprising my Transition training block.

Figure 1, above, shows the workouts done during Transition. I began my training cautiously (still on crutches), restricting my early workouts to Level 2 (L2), but, easily able to tolerate more intensity, I bumped up to Sweet Spot (SS) quite rapidly. Perhaps too rapidly, however, as discolouration in the area of my injury (it turned black and blue), most likely swelling due to inflammation, tempered my early enthusiasm and kept me off the bike for most of Week 3. I resumed training again in Weeks 4 and 5, this time taking a more gradual approach to increasing the intensity.

The workouts done during this block were comprised almost entirely of the standard 20' x 2 interval sets.

Figure 2: standard 20' x 2 interval set.
Figure 2, above, illustrates the standard 20' x 2 interval set. The first 10 minutes are warm up. The two 20' "work" intervals, shown in black, are separated by a 5' "recovery" interval with 5 minutes for cool down for a total of one hour. Because the entire workout is only one hour long with plenty of time between sets, it's fairly easy to "knock off" one of these workouts.

Base 1

Whereas the previous Transition block focused on getting "back on the horse", so to speak, my Base 1 block was concerned with "hitting" key workouts (my previous blog discusses key workouts). The focus of this block was to establish a rhythm of 3 key workouts per week supplemented with some run and strength training.

Figure 3: the workouts comprising training Block 1.
Figure 3, above, shows the workouts done during this block. The plan was to use Tuesdays and Saturdays to gradually increase time spent at SS with Thursdays reserved for L5 work. I was able to execute fairly well on this part of the plan, bumping my SS sessions from 20 x 2 @ SS up to 30 x 2 @ SS by the end of the training block. I similarly happy with my L5 work, able to establish a weekly routine of 30/30 @ L5/L2 by the end of the training block.

Figure 4: standard 30' x 2 interval set.

Figure 4, above, illustrates the standard 30' x 2 interval set. The first 10 minutes are warm up. The two 30' "work" intervals, shown in black, are separated by a 2' "recovery" interval with 3 minutes for cool down for a total of 1 hour 15 minutes. The two dotted horizontal lines delineate my sweet spot range. Though this workout is a little tougher, mentally, than the 20' x 2 workout, by working up to it by first doing some 25' x 2 workouts, at only 1 hour 15 minutes, this workout is still quite doable.

Figure 5: standard 30/30 x 10 x 4 interval set.
Figure 5, above, illustrates the standard 30/30 x 10 x 4 interval set. The first 10 minutes are warm up. This is followed by 4 sets of 30/30. Each set is comprised of 10 reps of 30" at L5 followed by 30" at L2 with a 5' recovery interval following each set for a total of 1 hour 10 minutes. The upper and lower dotted line delineate the upper boundary of my L5 and L2 zones, respectively.

Though my rehab on the bike progressed quite nicely, my strength and run training did not fare as well. I lasted two strength training workouts before hurting my lower back making time on the bike extremely uncomfortable over the first half of the block. My run training didn't fair much better as sciatic pain in my left glute eventually put a stop to my run training. Both injuries were a direct result of my hip injury.

Performance Manager Chart (PMC)

Though I was able to get back on the bike fairly soon after surgery, because the volume of training was so much lower than what I had been doing up until the crash, I lost a lot of fitness.

Figure 6: loss training load incurred from date of surgery through the end of block 1.
The Performance Manager Chart (PMC) in Figure 3, above, shows the loss of training load from date of surgery through to the end of Block 1 (The PMC is discussed in a little more detail in my previous blog ). As you can see from the graph, training load decreased drastically during the Transition (Pretraining) period before leveling off somewhat in Block 1.

Interestingly, Figure 6 shows a spike in Weeks 2 and 3 where some favourable weather permitted several (3) decent outside rides. In my previous blog, I explain why Winter training is not particularly suited to increasing training load. The blip in Figure 3 illustrates this well. In the span of just 3 rides, my training load jumped 20% from 50 to 60 TSS/day. Whereas riding outdoors is conducive to accumulating large doses of training load, this is not practical on the trainer. For example, on Nov 5, I completed a 105 km group ride during which I expended a training stress score (TSS) of 255. This contrasts sharply with the trainer workout done the following week in which only 70 TSS was expended. Though it is possible to accumulate a lot of training load (TSS) on the trainer, it requires an extremely high level of motivation and commitment and, as such, isn't practical .

Outside vs Indoor training

Though outside riding is better for accumulating training load, indoor training provides more focus at the different training levels.

Outside Group Ride

Figure 7: time spent at each level for the outside group ride of Nov 5, 2014.
Figure 7, above, shows the amount of time spent at each level for the outside group ride of Nov 5 ride discussed above. The chart shows ride time distributed across levels. With more than 25% of the ride at Threshold (L4) or above, this was a fairly hard group ride. Yet, what's interesting is that, though this was a hard ride, the bucket with the largest amount of time (35%) was L1 indicating that over 1/3 of the ride was spent in Active Recovery. Morevover, the high variability Index (VI) for the ride (1.22) tells us that power output was all over the place. This is fairly typical of a group ride and demonstrates why it is hard to target specific training levels while riding with a group.

Figure 8: cadence distribution for outside group ride of Nov 5, 2014.

Figure 8, above, shows the cadence distribution for the same ride. What this figure shows is that over 30 minutes of the group ride was spent coasting (rpm between 0 and 10). Further evidence illustrating the difficulty of targeting specific training levels on a group ride.

Outside Solo Ride

Figure 9: Power distribution for an outdoor solo ride of Nov 1, 2014.
Figure 9, above, shows the power distribution of an outdoor solo ride done just a few days earlier than the Nov 5 group ride. Comparing this chart to the group ride of Figure 7, we can see that less time was spent in Active Recovery with more of a focus at L2/L3. The variability index (VI) for this ride was 1.13 which, compared to the VI of 1.22 in the group ride again illustrates this as a more focused ride.

Though time spent at L1 was lower for the solo ride than the group ride, it was still quite high at 25%. Contrast that to the trainer workout shown below.

Figure 10: time spent at each level for a trainer workout (Nov 12, 2014).
Figure 10, above, shows the power distribution for a trainer workout. The workout was comprised of 10' of warmup followed by two 25' SS intervals separated by a 2' recovery interval. Cool down was 3' for a total of one hour. What the figure shows is that nearly 85% of the time was spent in the target zones (L3 and L4) with only 2.5% spent at L1. Moreover, the variability index (VI) of 1.02 shows that the power was extremely constant for most of the workout. In other words, from a training perspective, this was a very focused workout, something unlikely to be achieved from a group ride or even a solo outdoor ride.


In this blog, I document my rehab from hip surgery. Overall, despite losing a lot of fitness (which was to be expected), my progress on the bike exceeded expectations leading me to be optimistic about the rest of the season. Progress off the bike was less promising but I can live with that, for now. I also further illustrated why outdoor training is better for accumulating training load whereas Winter training is more suited to training focused on the different levels.

Thursday, January 1, 2015

2014-2015 Winter Training

I've written a number of articles about Winter training in previous blogs but I thought I'd write a series of blogs about my current Winter (2014-2015) season, partly to make clear in my own mind what my goals are, partly to motivate myself, and partly for anyone who might find my blog helpful in their own training.

The Goal

"Alls you can do is alls you can do"

My training schedule for this season is a little different from previous seasons due to surgery for a hip fracture incurred Sep 7 of this year. Rather than establishing a solid base from which to build, as in previous years, the past 3 months have been more about rehab. My power is down from this time last year and my workout intervals shorter so it will be a challenge to try and get back to where I was. "Alls you can do is alls you can do".

Figure 1: Performance Manager Chart (PMC) from date of surgery to today.
The above figure, depicts my drop in fitness from surgery through to today. The blue line tracks Chronic Training Load (CTL) which, in layman's terms, is a proxy for fitness (see here for a more detailed discussion of CTL). Hereafter, I'll refer to CTL simply as training load. The higher one's training load, the better one's fitness. What's clear from the chart is I've lost a lot of fitness since my surgery.

While the Performance Manager Chart (PMC) above provides a useful "bird's eye" view of fitness, it doesn't describe how that fitness is comprised. For this, we need to discuss the concept of Levels.

LevelDescription%FTPTypical workout
1Active Recovery<=55%30-75 min
2Endurance56-75%2-5 hrs
Tempo76-90%1.5-3 hrs
Threshold90-105%20 min
VO2 Max106-120%3-8 min
6Anaerobic power>121%30 s -2 min
7Neuromuscular powern/a<=20 sec
Table 1: Andy Coggan's Power-based training levels. More detail on Coggan's training levels can be found here here.

The above table lists Andy Coggan's power-based training levels. The concept of training levels is similar to training zones except that levels are defined in terms of %FTP whereas zones are typically defined in terms of heart rate (HR). We won't get into a discussion of semantics here. Suffice to say that each training level describes a different "quality" of training. Whereas one could have a high training load comprised entirely of Endurance (L2) miles, an optimal training program provides an appropriate mix of all levels and while Winter training is not so good for for maximizing training load (you'd need the type of volume that outdoor riding affords, for that), it does afford an excellent opportunity to focus one's training at each of the different levels. 

My Winter training goals generally tend to be process-based as opposed to numbers based. From previous years, I have a pretty good idea of the workouts I can manage and the degree to which I can build on them. This helps when mapping out a training schedule and so, using previous experience, my primary goal will be simply to increase training load through an appropriate mix of training levels and let the numbers will take care of themselves.

A secondary (process-oriented) goal that I'll carry through my Winter training will be to keep my workouts between one hour and one hour 15 minutes. This duration is long enough to get in a quality workout but not so long as to cause me to dread the trainer as has happened in previous seasons. It's also a short enough duration to not take much out of my day.

Figure 2: I'll be sporting some new hardware at next year's races.

The Schedule

"Use it or lose it."

I constructed my first training schedule over a decade ago, using Joe Friel's "The Triathlete's Training Bible". Friel's "bible" details how to build a training schedule following a Periodized Training Plan organized in "blocks" of 3-6 weeks. The first 2 or 3 blocks of the schedule establish a "Base" on which subsequent training is "built". The middle 2 or 3 blocks "Build" upon that "Base" by adding some intensity while the final 2 to 3 blocks are used to "Peak" just in time for some key event. I've used some variation of this pattern through each of my Winter training seasons since then with the main difference being that my training blocks have trended towards being more intensive than what is traditionally prescribed for the "Base" period. The principle, however, is still the same: establish a base, build on that base, and peak for some key event.

TransitionSep 15 - Oct 195
Base 1Oct 20 - Nov 306
Base 2 Dec 1 - Jan 116
Base 3Jan 12 - Feb 226
Build 1Feb 23 - Apr 56
Table 2: My Winter training schedule divided into blocks.

The table above shows my Winter training schedule divided into blocks. The bulk of my Winter training, the middle 3 blocks, is Base training. This essentially lays a foundation upon which future training can be built. The final block focuses on building higher end power in order to prepare for the start of race season.

In a traditional Periodization schedule, Base training would be comprised primarly of Level 2 training. This works well for the Pro-cyclist who has time to ride 6 or more hours a day and trains where conditions are favourable. But for the time-contrained weekend warrior living in Canada, Winter training is restricted for the most part to the "trainer". To compensate for lack of training volume, intensity must be increased. My Base training, therefore, is comprised mostly of training at Levels 3 and 4 with enough training at Levels 5, 6, and 7 to prevent my upper end from going dormant.

Training blocks

In a traditional Periodization training block, training load is gradually increased each week through a concomitant increase in training volume and/or intensity with the final week reserved for recovery. Sounds good in theory but what I've found is I tend to start off too hard in week 1 and begin to fade by the end of the third week instead of that being my strongest week. The main problem stems from having too much energy in that first week (which usually follows a recovery week). I tend overdo that first week which compromises the rest of the training block.

After trying in vain to adapt to a traditional training block for several seasons, I began to experiment with more of a focus on intensity in week 1, switching to a focus on volume in week 2, and a focus on recovery in week 3. This pattern is repeated in weeks 4-6 but with a little more intensity and volume in weeks 4 and 5, respectively. This pattern works well for me as it enables me to put that energy in week 1 to good use with a focus on intensity. Backing off the intensity a bit in week 2 enables me to complete the schedule. Finally, inserting a quasi-recovery week in week 3 sets me up for the final 3 weeks of the 6-week block.

Figure 3: Typical Winter training block
The figure above shows a typical training block. Intensity tends to be somewhat higher in weeks 1 and 4. Weeks 2 and 5 back off the intensity a bit while volume is increased via Saturday mega-workouts. Weeks 3 and 6 reduce both volume and intensity and the focus is on recovery.

Training weeks

My training weeks are organized around key workouts. I can usually "absorb" 3 or 4 key workouts in a week where "absorbing" a workout involves completing it but also recovering sufficiently from the workout to be able to complete the next one. Trying to cram more than 3 or 4 key workouts into a week compromises recovery. Referring to Figure 3 above, key workouts, shown in red, are scheduled for Tue, Thu, Sat, and Sun. Recovery days are Mon and Fri with Wed being a "depends how I feel" day. It can be a training or recovery day depending on how I feel.

The Workouts

The Sweet Spot 

Whereas most of Base training in a traditional Periodization schedule would be at or around Level 2, for most of us the intensity must be increased. "Increased to what," you might ask? The answer can be explained by the Sweet Spot Concept (explained in more detail here). The Sweet Spot Concept basically trades off volume for intensity. At lower intensities, training effect is reduced. At higher intensities, training effect is increased but recovery takes longer and volume must be reduced. Somewhere in between is the "best bang for the buck". This "in between" zone has been termed the Sweet Spot.

Most of my Base training utilizes two sweet spot ranges. My primary sweet spot (SS) range falls between 88 and 92 percent of FTP, straddling the border between Levels 3 and 4. My secondary sweet spot range backs off the intensity just a bit (for a volume-focused week, for example) with my target power right around 85% of FTP which is in the upper range of Level 3 (L3).

Figure 3 shows that most of the key workouts (Tue, Sat, and Sun) are sweet spot (L3 or SS) workouts.

Level 7 (Hour of Power) workout 

In a traditional Periodization schedule, higher intensity workouts are usually reserved for later in the season, typically during the Build and Peak blocks. Through experimentation, however, I've found it beneficial to include some higher intensity workouts all year round and like to include at least some work at each Level. I find this useful both in terms of training the relevant systems at each level but also because it enables me to build workouts that simulate race conditions. My Level 7 workout, coined the hour of power (HOP) by Bill Black (see the Recovery on the Edge article about halfway down the page using this link), is one such workout.

Referring to Figure 3, the Level 7 are scheduled on Tuesdays. The HOP is comprised of one hour at either Level 3 (L3) or Sweet Spot (SS). The wrinkle in the workout is a Level 7 "burst" of between 15-20 seconds done every 3 minutes for a total of 20 bursts per workout. These are tough workouts. One hour continuous at L3 or SS is tough enough but adding 20 "bursts" makes this quite a grueling workout. It's also an excellent simulation of the bursts that typically occur throughout a Road Race and especially a Crit making this one of my favourite workouts.

Level 5 (VO2 Max) workouts

Referring to Table 1, VO2 Max workouts typically fall between durations of 3 to 8 minutes. These workouts are very hard, requiring more than the usual amount of recovery. For this reason, I don't do them every week but rather alternate them with more manageable 30/30 (or Billat) intervals. Whereas a typical VO2 Max workout is comprised of four sets of 5 minutes at VO2 Max, my typical 30/30 workout is comprised of four sets of 10 reps with 30 seconds at VO2 Max followed by 30 seconds at L2 for a total of 10 minutes per set. While not quite the same as the full-blown 5 minute intervals, the 30/30 intervals provide the same duration at VO2 Max (5 minutes per set) while being much easier to "absorb". They also provide the added benefit of simulating the race condition of being in a break where one is frequently working hard at the front for about 30 seconds then recovering in the draft for a short period of time.

Referring to Figure 3, the Level 5 workouts are scheduled on Thursdays with the full 5 minute intervals done in weeks 1 and 4 and the easier 30/30 sets done in weeks 2 and 5. During the Base period, the durations are kept constant so as not to incite an early peak. When peaking for a key race, however, I'll increase the volume by increasing the interval duration, the number of reps (for the 30/30 workouts), and/or the number of sets.

Level 6 (Anaerobic) workouts

Each season, I like to experiment with something I haven't tried before. This season, my experiment is to incorporate L6 workouts into my training. A typical L6 interval is between 30 seconds to two minutes. Interestingly, while browsing the Wattage Google Group, I came across a discussion with Aaron Fillion (one of Ontario's strongest cyclists and this year's Elite Provincial TT champion) where I learned that Fillion's's key workouts are comprised of "all out" one minute intervals and "all out" 2.5 minutes intervals. I asked him about the reason for choosing these intervals:
The basis for everything in my training is to simulate racing. Usually a 1 minute effort is what would happen on an attack or on short climbs. An effort in the 2 to 3 minute range is usually the time required to make a break stick before you can set in to a rhythm.
If this workout works for Fillion then I'm willing to try it. In addition to simulating specific race conditions, this workout also has the added benefit of targeting my L6 which up until now I haven't been specifically targeting.

Referring to Figure 3, my Level 6 workouts are scheduled for Sundays but only in weeks 1 and 4. The workout is comprised of two 2.5 minute L6 intervals during each of two 20 minute L3 intervals for a total of four intervals at L6 per workout. I've only tried one of these workouts to date and found it to be about as hard as a VO2 Max workout so I'm embarking on this experiment cautiously, incorporating only two of these workouts per block, in order to reduce the risk of inducing a premature "peak".

Level 4 (Threshold) workouts

"Sooner or later you have to increase the power"

Maximizing time spent at Sweet Spot is an excellent way of elevating one's FTP but if you intend to ride for any length of time at threshold power (e.g. during a TT), it's not a bad idea to spend at least some time training at threshold (L4) power. Killing two birds with one stone, my training block includes an FTP test at the end of each block which provides me with a fresh estimate of my FTP as well as giving me some training time at L4.


In this blog, I've covered my current Winter training season goals as well as the anatomy of the training schedule that I hope gets me there, defining that schedule first in terms of training blocks then in terms of a typical training week and finally in terms of key workouts. In subsequent blogs, I'll discuss how well I've followed my plan as well as provide more detail on the workouts.