Life and Bikes

A Veteran's Ride to Remember

2010-11-13T21:33:00.001-06:00

It's been a LONG time since I've updated my blog. A lot has happened in my cycling life: I crashed, I recovered, I bought a new bike, and I've been riding quite a bit. Between a busy work and travel schedule I haven't had any free time to write. However, my muse arrived today in the form of an inspiring Veteran's day ride.

Things started out ominously this morning. I woke up at 6 and peeked out my window to see wet roads and cold temperatures. I gathered my gear anyway and made the 30 mile drive out to Wallis, TX. A fairly strong cold front was in the process of making its way through Texas and the last line of rain cleared out just as I was parking my vehicle. I checked in and pinned my number on my jersey, got my bike and made my way back to the meeting hall. While there I was able to sit down and talk to some of the veterans who had made it out for the ride. It's one thing to read about wounded veterans in the paper or on the nightly news, but it's quite another to hear the stories from the men and women who lived through them. More on that later.

Quite a few riders braved the cold, wet, and windy day to ride.

At 8:00 sharp the riders were lined up and ready to go. Looking around during the usual announcements and invocations, I was amazed at how many riders had braved the cold and the wet conditions to ride today. We set off in waves of 50 and were immediately buffeted by strong headwinds. As I rode along, the crowd began thinning out as the cold and heavy winds took their toll. I noticed quite a few riders forming pace lines to try and conserve as much energy as possible. I opted for the medium distance 42 mile route. I believe most riders attempted the 65 mile "metric century" distance because once the routes split, I saw exactly 2 other riders and zero support vehicles. A few times things were so quiet and empty, I was left wondering if I hadn't missed a turn. The road conditions overall were excellent. Although the roads didn't have generous shoulders, the traffic was so light this was a non-issue. My only complaint was the last 10 miles when the roads transformed to hellacious chip seal that left me wondering if I hadn't been transported to the cobbles of Paris-Roubaix. The staff and volunteers did a tremendous job. Everyone was extremely helpful. The rest stops were fully stocked and a BBQ chicken lunch was provided afterwards.

I spent most of my day on the country roads alone.

Although the ride was great, the inspiration came from talking to the Veterans and hearing their stories. The Independence Ride was started to help soldiers injured in Iraq and Afghanistan receive wheel chairs and support when they returned home. I can't think of many causes which are as noble or necessary. The veterans actually ride along with the other cyclists. With some paraplegic ones riding hand cycles while blind ones ride as stokers on tandems. Some of these machines are very impressive and give high end road bikes a run for their money. One hand-trike I saw today was fully decked out complete with Zipp 404 clinchers.

A view of the Brazos River from the route.

It was inspiring to see the veterans riding along side, but what made this ride special was hearing the veterans talk about what cycling means to them. There's a certain freedom cycling provides that touches just about everyone. When you first get on a new bike as an adult, you're immediately transported back to your childhood. The feeling of independence and being able to venture out beyond your usual borders. It's a common ground everyone shares when they get on a bike. Most importantly, the seemingly routine task of riding a bike is just that - a routine task which provides some normality in these veterans' profoundly altered lives. I must say I've ridden in quite a few charity rides, but I don't believe any cause has touched me as deeply as this one.

A short documentary on the ride which is worth watching.

San Marcos Cycling Weekend - The Short Route

2010-04-11T12:13:00.009-05:00

My training for the Sam's Club MS-150 has been coming along nicely. I've been ramping up my mileage, and my fitness has been coming around. However, I was on the verge of falling into a rut. Riding the laps over the same routes again and again was becoming boring. I felt the urge to change things up drastically. I needed some new scenery and some new challenges to test my legs against. I decided that a couple of days riding around San Marcos, Texas would be the perfect way to re-ignite my passion for cycling. San Marcos is located right off I-35 in between San Antonio and Austin in the Center of Texas. There are plenty of hills to the West and some flatter land to the East. San Marcos and its sister city New Braunfels are great cycling destinations. They are fairly small towns surrounded by roads devoid of traffic. My plan was to ride a long, hilly route along River Road on the first day followed by a shorter, flatter recovery ride on the second.

Unfortunately the weather did not want to cooperate. A cold front pushed through and brought with it morning rains. By the time the roads were dry, it was already 3 in the afternoon. Not wanting to push my luck in the dark on unfamiliar roads, I decided to ride the short route on the first day. The majority of the route ran through the relatively flat back roads East of I-35. The route began close to San Marcos at a shopping center. After traveling parallel to I-35 on Hunter Road for about ten miles, I crossed I-35 and was surrounded by farm land bisected by narrow two lane roads. Although the roads didn't have a shoulder (or even center lane dividers) there was so little traffic it made no difference. The weather was in the mid-70's and overcast. The only problem was a strong wind blowing from the North East which made some stretches difficult.

A few sections were a bit challenging, with some short rolling hills that faced directly into the wind. However, the ride was mostly very easy and relaxing. There are few things better than riding down an empty road surrounded by tall trees and nothing but the sound of tires on pavement. Early spring in Texas is a pretty special time. This ride was proof of just how great it can be.

March Madness

2010-04-01T19:33:00.000-05:00

March has come and gone and I'm a happy man. The white blanket that suffocated the Northeast for much of winter has disappeared. Daylight savings keeps the sun high in the sky. Just like the wildflowers stretching across the landscape, I've been taking full advantage of spring time sun and mild temperatures. Since I began tracking my mileage with my Garmin Edge, this has been my most best month of cycling. For the first time in quite a while, I managed to log over 300 miles on my bike. The majority of those I rode in the last two weeks thanks to longer days, so I'm even excited to see if I can improve upon it in April.

What's made March even sweeter is the completion of one of my SMART goals for 2010. I've twice ridden my home route of 16 miles in under 54 minutes. The last time, I managed to maintain an average speed of 18.1 mph which shattered my goal of 17.8 mph. Obviously speed isn't the best metric to measuring cycling performance. And I've deduced that very mild winds were the biggest reason I was able to record such a strong time. Nevertheless, I'm pleased that my hard work is showing measurable improvements.

Since I began recording my metrics with the Garmin, I've seen my average speed increase by over 2 mph. My cadence has increased by over 10 rpm, and I've increased the amount of climbing I do by over 2,000 feet. Not too shabby, given my relatively flat surroundings. All in all, this has been my best month of cycling, but I'm very excited to see what the rest of 2010 has in store for me.

Cyclists vs. Motorists: Lance Weighs In

2010-03-22T12:19:00.002-05:00

It's a debate that's raged on for quite some time. Motorists feel impeded by cyclists. Cyclists feel harassed by motorists and denied their rightful place on the road. Last year a California physician was found guilty of assault when he suddenly stopped his car, causing two cyclists he had been arguing with to crash into him. Each day memorial pages to fallen cyclists and graphic accounts of crashes pop up on message boards. Once in a while, these clashes find their way into the mainstream media.

Quite a few people know who Tony Kornheiser is. He's a daily face of ESPN on Pardon the Interruption, he was a popular columnist for the Washington Post for many years, and he has his own show on ESPN Radio 980 in Washington D.C. Earlier last week, you may have heard his anti-cyclist rantings that have been making their way across the internet (if you haven't click here). Basically, his comments boiled down to the idea that cyclists don't belong on the road and suggest that people run over cyclists who are riding on the street.

Almost instantly, the story began spreading throughout the internet. The story began spreading on discussion boards, people were tweeting and starting Facebook groups protesting it. Eventually the story even reached Lance Armstrong, who appropriately took Kornheiser to task via Twitter and urged his followers to complain to ESPN 980 about Kornheiser's comments. After being berated for a few days Kornheiser made a standard apology and attempted to get in touch with Armstrong via a mutual friend, Sally Jenkins who helped Lance write his autobiography. As expected when confronted with one of the greatest athletes of all time, Kornheiser was fervently apologetic. But the most important outcome was Armstrong's discussion on the cyclists versus motorist debate which is one of the most eloquent I've ever heard. The folks at Vigilant Velo, a cycling safety advocacy website have published the entire interview.

Thanks to VigilantVelo.com for posting the full interview.

Why do motorists pick on cyclists so much? Is it because cyclists are easy targets? I know that most of the time when I've experienced harassment from drivers has come when I was riding alone. On group rides and when other riders are around, drivers seem to mind their manners. Perhaps it's the anonymity of the situation that allows a driver to take his or her frustration out on a cyclist? After a harsh expletive or beep of the horn, a simple push of the accelerator is all that's required to make that cyclist a distant memory. Whatever, the reason, it's important to remember that we're all equal and deserve respect from one another. Is getting to the next stop sign ten seconds earlier worth endangering the life of another person?

But the responsibility doesn't rest solely with motorists. Whenever a cyclist puts his tires on the road, he becomes a vehicle with the same responsibilities and duties as any car or 18-wheeler. As such, the onus lies on us to use the roads responsibly. It's important for us to obey all stop signs and traffic lights. Yet on any weekend, it's common to see cyclists running stop signs. It's important to remember that as much as we hate being harassed by cars, uncourteous cyclists can be an equal inconvenience. Extending courtesies such as riding single file and utilizing low traffic routes and times when possible help ease tensions. A friendly wave when a driver allows you the right of way can go a long way toward giving all cyclists a better name. The more respect cyclists and motorists show one another, the safer the roadways will be for us all.

Damage!

2010-03-16T22:03:00.006-05:00

This past weekend, I had a fantastic weekend getaway in Dallas. One of the highlights of my weekend was the Sunday "Coffee Shop" ride with the folks from Mad Duck Cyclery in Grapevine. It was a fun route with some challenging hills and very friendly cyclists. Riding on a new group ride is a great experience. It exposes you to new challenges and helps you meet new people. However, one big disadvantage is the fact that everything's foreign to you. I wanted to ride with a faster paced group, but the A group is a drop ride. While I'm no stranger to getting dropped, getting dropped and lost in foreign territory was something I didn't want to experience. I stuck with the B group and had a great time. But the not being familiar with the route would come back to bite me later in the ride.

About five miles into the ride, everyone was warmed up and we were moving at a fairly decent pace. The entire route was on pristine pavement with very few imperfections. Suddenly we hit a stretch of road that was in very bad shape. The pavement was riddled with cracks which seemed to be growing larger with each pedal stroke. I was on the back right of double paceline. Suddenly the rider in front of me pointed to the pavement and swerved right. I looked and saw a huge pothole. The thought of bunny hopping it dashed through my head, but by that time it was too late. All I could do was brace for impact. I took a hard hit, and instinctively slowed waiting for two flat tires to cash the checks I had just written them. Surprisingly no flat ever came and I rode on without further issue. I was even able to ride another 23 trouble-free miles the next day around White Rock Lake.

A pothole put a mighty dent in the braking track of my Shimano RS-10 wheels.

It wasn't until I was loading my bike into my car that I saw the damage that pothole had caused. The aluminum braking track of my clincher rim now has a huge dent in it. Surprisingly the bead is holding the tire just fine, but the tire now shows a wobble that wasn't there before. The wobble isn't bad enough to notice on fast descents, but is enough to rub against my rear brake. I'm hoping beyond hope that the wheel is simply out of true and my local bike store can bring it back to arrow straight performance. The Shimano RS-10's I've been using have been a decent wheel set, but are not known for tremendous performance. Many riders complain of having to frequently true them. I'm hoping this is simply my time. If however this is the final straw for my wheels, I've already decided the Easton EA90 Aero wheel set will be my next purchase. Tomorrow's trip to my bike store will tell the final tale.

The Problems With Heart Rate

2010-03-10T20:48:00.010-06:00

For a long time, heart rate measurements have defined athlete's training programs. The basic premise is fairly sound - the harder your muscles work, the more oxygen muscles need, the faster the heart must beat to supply that oxygen. Athletes divide their heart rate into specific "zones" based on how close they are to a tested maximum heart rate. Maintaining your heart rate at specific zones increases aerobic capacity and fitness. It's a very well established and researched method that has helped countless athletes for many years. However, the longer you spend training with heart rate measurements, the more frustrating it can be.

The strength of heart rate training is its simplicity. A quality heart rate monitor is an inexpensive investment, usually in the range of $30-$100. The system is easy to understand. Once you find your maximum heart rate via a real-life test, it's easy to set up zones at various percentages of your heart rate. Moving between these zones or maintaining long periods of time in a given zone helps an athlete improve his or her endurance. There are volumes of established workouts to allow athletes to gain endurance or power based on heart rate zones.

The biggest problem centers around the variability of heart rate. From day to day and hour to hour physiological and environmental factors can produce drastic changes in heart rate. Anyone who's felt their heart beat race after quickly downing a cup of coffee can attest to this. A few months ago, an article in the New York Times examined the heart rate differences between morning and afternoon workouts. To compound this issue, these changes in heart rate may or may not correspond to changes in effort levels.

I've experienced this first hand myself. On Monday and Tuesday I went on two separate training rides. Both rides were 16 miles, along identical routes, with similar efforts, same time of day, same weather conditions. There were marked differences in my heart rate. On Monday, my heart rate averaged 171 bpm with a max of 195 - much higher than my usual heart rate. On Tuesday, my average was 166 bpm with a max of 175, much closer to my usual.

Equivalent conditions and efforts, but vasty different heart rates...

The only difference I can recall between the two rides is nutrition. On Monday breakfast consisted of two Nutri-Grain bars, definitely not the best cycling fuel. Tuesday, I was able to eat my usual meal of a bagel, yogurt, and plenty of water. That simple difference is the most likely explanation for the difference in heart rate I experienced.

So what's a cyclist to do? First of all, remain flexible with the data you're receiving. Understand that heart rate can and does fluctuate and be willing to compensate. If your heart rate is above normal, but your perceived effort level feels ok, understand that what your heart rate monitor is telling you may not be the entire story. Secondly, keep data on your rides. Careful notes about weather conditions, diet, sleep patterns, and perceived exertion can help explain anomalies in heart rate. If you're committed to training via heart rate, some notes about each ride are well worth your time and can help you understand patterns in your heart rate.

The best alternative, and the one I've committed myself to is power measurement. Rather than relying on a heart rate measurement to estimate effort levels, a power meter uses a strain gauge to measure real-time effort exerted at the crank arm or rear wheel. The data takes into account gradient, wind, and other factors which can increase effort but are often hidden in heart rate measurements. It's worth noting that heart rate also plays a role in power measurement, but isn't affected by the variability as much as stand alone heart rate training.

Warmth for Early Season Cycling

2010-03-03T21:45:00.001-06:00

I've been sitting on this post for quite a while. I've continued putting it off and putting it off. For some sick, twisted reason my subconscious decided that if I didn't recognize it perhaps it would disappear. Well I've finally come to grips with it and the first step was admitting it - winter is here to stay. That feels so much better. So far I've been hit by something like 10 feet of snow. I tried to get south back to Texas only to find that Old Man Winter followed me blanketing Dallas with five inches. Now I'm bracing for another "snow hurricane" about to hit the Eastern Seaboard on Thursday. So I'm over it. I've resigned myself to accept this new ice age and deal with the fact that if I want to ride, I'll be surrounded by white stuff. But that doesn't mean I can't be warm while riding, right? Over the past few months I've gathered some experience riding in weather in the mid 30's to 40's. Hopefully my experiences can help others cope with frigid spring days if we ever emerge from this winter of our discontent...

The first is pure common sense. If your brain tells you not to ride, you probably shouldn't. Dedication is important, but winter weather can produce very hazardous conditions. Snow and ice can be treacherous not only for you, but also for drivers around you. The cars crawling past you at 35 miles an hour may seem to be driving carefully, but they're one patch of black ice away from losing control. Even after the snow melts, sand patches can pose a serious threat to cyclists. If it seems too dangerous to ride, it probably is. Take the opportunity to do some cross training - hit the weights, run on a treadmill, set up rollers or trainer.

The boy scout motto of "Be Prepared" is great advice for anyone braving cold weather. The old test of stepping outside before deciding what to wear doesn't always hold water. Take into account the fact that you're going to be moving quickly through cold air and dress accordingly. It is always better to dress warmly and peel off a layer or two than to go out underdressed.

Which brings me to another tip - layers are vital for any cold weather athletic activity. It may be cumbersome to don several light layers, but it's vital for comfort. The weather will likely not be the same in the morning as it is in the afternoon. Once you're body is warmed up mid-ride you will probably not want to be wearing the same clothes as you were when you first set out. Layers allow you to quickly adapt to changing weather and ride conditions and stay comfortable no matter what mother nature throws at you. A comfortable rider is a strong rider.

But there's no sense in layering sweats and polo shirts - invest in quality clothing. My winter wardrobe consists of arm warmers, leg or knee warmers, baselayer, bibs, jersey wind vest, skull cap, and shoe covers. Sounds like a lot, but as mentioned above as the temperatures start rising, it's easy to shed any of these layers and stuff them in a jersey pocket. If you have the option to buy windproof clothing, such as warmers or bibs, it is a worthwhile upgrade. Modern technical fabrics do a great job of wicking sweat away from your body, keeping you dry and warm.

As you ride and start warming up you might be tempted to start shedding layers, but you might want to reconsider. Remember that warm muscles perform better than cold ones. The old rule I adhere to is that if the temperature is below 67 Fahrenheit, it's worth wearing arm and knee warmers. This goes double for the extremities since the body tends to sacrifice blood supply to the hands and feet to keep the core warm. Shoe covers are a very helpful accessory and a thin pair of gloves can really help keep your fingers comfortable. Of course this all depends on your cold tolerance. As a transplanted Texan, mine is quite low.

Those are my basic clothing strategies which have sheltered me through a bitter winter. Hopefully they can help you brave the cold out on your early spring training rides.

Movie Time

2010-02-07T11:34:00.007-06:00

Let's make one thing clear right off the bat... no matter how much we love it and obsess over it, cycling is a fringe sport. I hate to say it, but it's true. Cycling will never have the main stream appeal of the big three: football, basketball, and baseball. It doesn't even register among more minor sports such as golf and tennis. The vast majority of the public fails to understand why we get up at the crack of dawn to don spandex and dodge traffic.

Since we cyclists are the exception and not the norm, mainstream offerings rarely cater to us. Televised races are usually compressed into 30 minute synopses. Bookstores whittle their offerings down to one or two titles on training, maintenance, or something connected to Lance Armstrong. The 1979 film "Breaking Away" is the only choice at most video stores. Considering "Breaking Away" won the Academy Award for best original screenplay and was nominated for best picture, you would think Hollywood would have jumped on the cycling bandwagon. Alas, cycling fever never caught on among Hollywood types and there have been few options in the meantime.

Thankfully the technology boom of recent years combined with non-traditional internet distribution and marketing have helped movie producers create top quality films without having to swoon mainstream movie studios, begging for funding. Cycling movies and shows are starting to emerge and are even gaining some mainstream appeal. In 2009, the mountain biking flick "Race Across the Sky," about Lance Armstrong's win... ummm I mean the Leadville 100 mountain bike race saw limited nationwide release and some pretty good turnouts. 2010 Appears to be building on that recent momentum with some interesting large and small screen offerings.

I saw the trailer for "Chasing Legends" on my twitter feed from the folks at Competitive Cyclist. The film is from Gripped studios and follows Columbia HTC through the 2009 Tour de France. Not a bad choice considering Columbia HTC's sprinter Mark Cavendish won six sprint stages in the '09 Tour. The film will be debuting on May 15 in Sacramento and will follow the Amgen Tour of California before it's released to DVD in July.

Another new offering that caught my eye was a television show about the Bahati Foundation. Rahsaan Bahati is a champion track and criterium cyclist who won the 2008 USPRO National Criterium. Bahati grew up in Compton, California and as a child found his fair share of trouble. An after-school program introduced him to track cycling and within six months he was a competing in the U.S. Junior Track Nationals. The rest as they say is history. Bahati is using his new found success as a platform to share his story with kids and show them the positive effects cycling can have. The show will be broadcast this fall on Universal Sports.

Even though cycling may still be considered the lunatic fringe by the masses, there are a growing number of alternatives to placate those of us who just can't get enough of cycling in our lives. Do you have any favorite cycling movies I missed?

The Cyclists Guide to Bar Tape

2010-02-04T12:09:00.002-06:00

There are only three points of contact a cyclist has with a bike: pedals, saddle, and handlebars. The most often neglected and least discussed seem to be handlebars and bar tape which covers them. Even seasoned cyclists who spend hours meticulously cleaning their drive train and bikes after every ride often leave dingy, tattered bar tape on their bike. Many fear they can't duplicate the perfect spiral wraps the manufacturer installed. However, it's not complicated at all, and can make a tremendous difference in comfort while riding. Changing bar tape each season is a good way to freshen up the feel and look of your bike.

The first decision is which bar tape to choose. Bar tape comes in many different options. The biggest difference lies in the thickness of the tape. Thicker tape promotes more shock absorption and dampens road buzz. Thinner tape promotes greater feedback and road feel. There are also gel pad kits available which go underneath bar tape to further dampen road vibrations. My bar tape of choice is Fizik's Microtex. The tape strikes a balance between road feel and comfort. Since it is thin, it provides good road feel, but the soft suede texture is very comfortable on long rides. The downside to it - installation is difficult since it doesn't stretch very well and the tape itself is very short. There is just barely enough length to get the bars wrapped unlike other brands.

Fizik's Microtex is my favorite bar tape.

The only tools required are a pair of scissors, electrical tape, and some patience. Although it's not necessary, a bike stand will help maintain tension while wrapping. An extra pair of hands can also be substituted. If you don't have either, your bars can be wrapped with the bike leaning against a wall. One hint, before you begin, take a picture of your bar tape so you can easily refer to the direction the tape runs. Directions often refer to clockwise, counter clockwise, topwise, above, and below. All these directions can be pretty vague when you're standing with naked bars and no frame of reference. Taking a picture makes it easy to refer back and be sure you're doing things right.

The first step is removing the old tape. Flip the rubber cover back on the brifter hoods and begin unwrapping from the center of the bars. At the base, remove the bar plugs. Note the overlap of the tape tucked into the end of the bars. This is an important step to repeat for a clean, finished look. Some tape has adhesive backing to help it stick, if yours does be sure that any residue is cleaned completely off the bar.

Once the bar is clean start at the base and allow about half the width of the tape to hang over the edge. From here, begin wrapping up the bar, overlapping the tape about half the width of the tape as you go. If your tape has adhesive backing, pull about a foot off at a time. The most important thing to remember in this step is tension. Pull as hard as you can on the tape without tearing it. This allows for a smooth layer of tape throughout the contours of the bar. Continue until you arrive at the hoods.

At the brake hoods, it's time for a decision. Most kits come with a two or three inch piece of bar tape meant to go behind the hoods and prevent any naked bar from peeking through. I've found it's not really necessary. Simply wrap as closely as you can to the bar hoods. Then the most difficult part of wrapping your bars - transitioning from the drops to the tops. Keeping tension on the bars, pull over onto the top of the hoods. If you wrap tightly and very close to the hoods, none of the bar will show.

The trickiest part of the process is ensuring the hoods are covered.

Continue wrapping the tops all the way until the end. At the very end, take the last length of tape and cut it on a diagonal so it lays perfectly flat with the bars. Finish off with some black electrical tape. Kits often come with strips of tape for finishing the bars. I've found this stuff rarely sticks well and usually isn't long enough. Some black electrical tape is much more effective. Last step, tuck the overlapped tape into the end of the bars and install the bar plug.

The end result is clean, even coverage throughout your bars.

Wrapping your bars is not terribly difficult, but it does take some practice to achieve mastery. The good thing is, if you find along the way that something isn't quite right, simply unwrap and try again. Changing out your tape is a great way to stave off boredom when it's too rainy to ride. Moreover, the satisfaction you get from wrapping your own bar tape is well worth the minimal effort required.

S.M.A.R.T. Goals for 2010

2010-01-25T21:40:00.001-06:00

We're now three weeks into 2010, and I've been very busy riding and working. However, I did take some time before the calendar year rolled over to write down some goals I have. Goals are a tricky thing. They're born well intentioned and nurtured by enthusiasm, but often die a quick and quiet death at the hands of neglect. Consider how many people begin the new year with the goal of "getting into shape." That's an admirable goal, but it's so open-ended, it can't help but fail. While I was listening to the Two John's Podcast, I was reminded of the S.M.A.R.T. system of forming goals. There's more to forming a goal than simply snatching a high ideal out of mid-air. If you want to succeed and fulfill your goal, you need a plan. The S.M.A.R.T. acronym is a surefire way of forming both a goal and a plan at the same time. With it, fulfilling a goal is almost a surety.

S.M.A.R.T. stands for Specific, Measurable, Attainable, Realistic, and Timely. To see exactly how the system works, let's use the common cycling "goal" of "becoming a better cyclist." After applying S.M.A.R.T., it is transformed into, "Increase my average power output over a 40km time trial from 300 to 325 watts by July 4th." This new goal is definitely specific, few cyclists can argue that an increase in wattage makes someone a better cyclist. It is measurable (assuming you have a PowerTap). If you have hit 350 watts on occasion and already average 300 watts over the time trial, sustaining 325 watts is a very attainable goal. It is also realistic, a 8% gain in average power over six months is achievable with consistent training. And it is timely since you have set a certain date by which you want to complete the goal. Thus an amorphous goal without any direction has been transformed into a carefully crafted goal. So what are my cycling goals for 2010?

My main goal for 2010 is to increase my mileage for the year to at least 3,000 miles by December 31, 2010. That may not sound like much to some of the daily riders out there, but I'm relegated to riding 2-3 times a week. The remaining days are consumed by running and work. To accomplish this I've committed myself to completing at least one "long" ride of 30 miles or more a week. As long as winter maintains its icy grip, these will be closer to 30 miles until summer when longer days and warmer temperatures allow me to stretch those numbers. Regardless, an added long ride will help me get closer to 3000 miles for the year. Last year (my first year of riding) I managed to ride a hair over 2300 miles. Adding another 700 miles over the span of a year seems very realistic.

My second goal is to break the 54 minute mark on my 16 mile home loop by May 1. This is the loop I typically ride after work. It involves one climb of a mile at a 6% grade and a long steady 3 mile false flat on the return. Currently my best time is 55 minutes 22 seconds. When I first began clocking myself in August, my times were 58 minutes 21 seconds. After a steady diet of intervals and hill repeats I've dropped three minutes off my time. I'm hoping that over the next three months, my times can continue to improve at a steady rate as my aerobic capacity improves.

My final goal is to learn about training by measuring power. A power meter is the most accurate way to measure cycling performance. Unlike heart rate zones, power meters are unaffected by inconsistencies in biological rhythms or diet which can cause fluctuations in heart rate. Speed is easily affected by elevation and wind, it's not a very accurate measurement. However, power is. Whether you spin the cranks fast in an easy gear, or grind away in a hard one, the power output is the same. However, training with power isn't cheap or easy. A fair amount of knowledge is required and power meters (like the PowerTap or Quarq) are pricey. So in the next two months, I would first like to gain knowledge about the principles of training with power and whether they will apply to me. Then I will undoubtedly convince myself that I would be dumb not to sink $1500 in a PowerTap SL+. Seriously, this isn't really a goal which fits into the S.M.A.R.T. system. But it is something I'm very interested in. We'll see if it actually comes to fruition.

That's my basic plan for 2010, what are your S.M.A.R.T. goals?

Roller Derby!

2010-01-06T16:09:00.006-06:00

It's winter time. Cold temperatures, and frozen precipitation have blanketed most of the country. Does that mean it's time to stop riding? No of course not. My big Christmas score this year was a set of rollers. I debated between rollers and a trainer for quite a while. Each has its own advantages and drawbacks. On one hand, trainers provide more resistance and the ability to hammer away. Since the bike is fixed in a static position, it's easy to simulate standing climbs, and intervals. The learning curve with trainers is virtually zero. Once your bike is in place, you're ready to pedal. Rollers on the other hand are a stability ball for cyclists. While they don't provide as much resistance, rollers require balance, handlebar control, and smooth pedal strokes to stay upright. Since there is nothing holding the bike, any lapse in concentration can lead to a nasty fall as many youtuber's have proven. After much debate, I settled on rollers with the goal of improving my balance and ability to hold a line. I'll freely admit I was a bit nervous about them after seeing and hearing many first time roller horror stories. For the record this is not me:

Undeterred, I placed my order for Cycleops aluminum rollers. Rollers are available in machined aluminum and PVC. Aluminum is a quieter material and is less prone to warping than PVC rollers which can become distorted due to UV damage or heat. The size of rollers also makes a difference. The smaller the diameter of a roller, the greater the resistance they provide. Kreitler provides a great guide to picking the right rollers on its website. The Cycleops rollers I chose have a 3.25" diameter rollers - the most common size which provide balance between power and tempo compared to 4.5" or 2.5" models. They also have an optional magnetic resistance unit that can be added later.

The unit ships ready to use. The only setup required is positioning the front roller directly under the tire. The instructions provide a guide, advising the front roller to be just ahead of the front wheel hub. That however, resulted in me consistently falling off the back every time I got on the rollers. All that was needed was a slight tweak, moving the front roller just a bit farther ahead and I was ready to go.

The Cycleops unit ships ready to use. Unfolding is all the assembly required

I was surprised by the size of the frame which is made of only 1/2" square tubing. However, once it is locked into place it feels quite sturdy even when stepping directly on it while mounting or dismounting the bike. It is however, a small target to hit if an emergency stop is required. Having something else to grab a hold of is a good idea, but more on that later. When the work out is done, the rollers fold flat and are easily stowed in a closet or beneath a bed. Another advantage compared to more bulky trainers.

Riding on rollers is a bit nerve-racking the first time. Since the bike is hovering about six inches in the air, it's difficult to get a foot on the ground. Best bet is to step on the roller's frame and then get started pedaling. The best tip I got was to learn riding in an open door way. The door frame provides an easy hand hold on either side and a great place to grasp when getting started. If there is one thing you take away from reading this blog, please let it be this: the first time you ride on rollers, set them up in a doorway. No matter how capable a cyclist you are, it just takes a momentary lapse in concentration to lead to a 0 mph crash on rollers. Doorways are great insurance against this. I started riding the rollers in short time spans, holding onto the door with my left hand while pedaling and steering to get a feel. After a few minutes I got up the courage to put my left hand on the handle bars and pedal for a few seconds before losing control and grabbing the door frame again. The next time I was able to extend my time with both hands on the bars up to a couple of minutes. By the third time I was able to complete a hour without holding onto anything. I did still have a wall nearby in case of emergencies.

The rollers in place and ready to use

Despite all the horror stories I saw and heard, I didn't find rollers that difficult to stay upright on (be kind cycling gods). However, once on them you realize how much focus it takes to ride them effectively. Any minute handlebar movements lead to drastic changes in the wheel. Movements of your body or leaning cause the back wheel to move. There are plenty of times I found myself watching my wheel go careening towards the edge of the roller. Somehow I was able to correct it back into the center each time. I quickly learned that it's best to look a few feet ahead and focus on a smooth pedal stroke. Look down and things go off kilter quickly. Fiddle with the handlebars too much and the front wheel starts wobbling like a drunk on a high wire. Focus on keeping the front wheel straight and everything works great. I'm getting better with them, I've even dared to pedal for a bit with no hands. But I still have quite a ways to go to match the roller skill level of some others out there:

Even at full rpm's the rollers themselves are very quiet. There is so little noise that watching TV or listening to music is very easy to do. Really the only downside I've found is having little bits of tire rubber smeared on a towel I placed beneath the rollers to catch my sweat. Speaking of sweat, since you're riding in a stationary warm climate there are no evaporative effects. As a result by the time you're done with an hour on the rollers, EVERYTHING is soaked with sweat. I now understand the importance of a towel on your bike to keep corrosive sweat from working its way into the bike's components.

The rollers have really been a nice addition to my cycling stable. They require a bit of skill and finesse to use, but it's nothing that a little patience and practice can't teach. I can see a measurable difference in my road riding when I'm back on the road. I now hold a tighter line and am in better control of my bike especially in windy conditions. If you're considering some form of indoor training this winter, rollers are a worthy investment with long-term payoffs in cycling ability.

Garmin Edge 305 Review

2009-12-18T23:20:00.004-06:00

This has been a long time coming, but I've finally logged enough miles and found enough time to write a review on my Garmin Edge 305 GPS cyclocomputer. There have been plenty of debates about the value of biking computers. Many find that riding without a cognizance of speed yields a more enjoyable experience than pouring over the minutiae of elevation and heart rate zones. An equal number seem to find great value in tracking their numbers over time. I fit into the second half. I'm not a racer but that doesn't mean I don't want my riding improve. It's tough to improve when you don't know where you're starting from. Having some numbers to compare from ride to ride has made a big difference in my cycling.

The 305 has an easy to read screen with plenty of information

The 305 comes in four different packages. The one I chose came complete with heart rate monitor and cadence sensor. Installation was a breeze. Since everything runs wirelessly, once all the components are mounted you're ready to ride. The toughest part was lining up the spoke and crank arm magnets with the cadence sensor. The 305 is fully featured, tracking the most important statistics a cyclist cares about. What separates it from it's big brother, the 705 is a lack of turn by turn mapping and power meter compatibility.

The 305 has a very compact size that fits well on a road bike stem. The screen is easy to read and all the buttons are fully accessible while riding. One of the big benefits of the 305 is the ability to customize the unit to exactly what you want. The main display can be changed to show up to six of the statistics the unit tracks simultaneously. If you still need more in-ride information, there is a second page that can also be fully customized.

The Garmin cadence sensor was the hardest part of a simple installation process

If you need a feature on the 305, it is likely there. In all fairness there are many which I don't use such as Virtual Training Partner and cadence alarms. However, I would like to highlight some of the features I find most useful. The first is the ability to program interval workouts into the computer based on either time or distance. Once programmed, the 305 makes an audible sound that signifies the beginning of each rest or effort interval. The inclusion of GPS also allows the user to set an auto-lap point which marks a new lap each time it's crossed.

Looking over my data over the past few months, I've seen both my average speed and cadence increasing steadily. Now that I can accurately measure laps and time, challenging myself to complete my home loop in faster times has pushed my fitness to higher levels. The ability to measure my cadence while climbing has helped me settle into a gear which strikes a balance between spinning and power. I can clearly see the improvement in my riding ability and I can feel the difference in my lungs and legs. Perhaps my improvement is due to more cycling experience, but either way I can now physically measure my improvements and that has been a help.

The entire Edge 305 package

Garmin provides an online data tracking system which users can download their ride data to. Garmin Connect is a website that allows Edge users to store their ride data and provides telemetry such as speed, heart rate, elevation, and cadence tracking. It also allows users to generate reports and see the routes other Garmin users are taking. Although there are other comprehensive data programs (such as Ascent and Sport Tracks) Garmin Connect is a great service that's free to Edge owners.

The 305 isn't without its faults. The lack of power meter compatibility means that if I want to add a system to measure my power output, I will need to upgrade to either the Edge 500 or 705. Since power is not measured, the calorie counting algorithms grossly exaggerate the calories burned by as much as 50%. Any discussion of the 305 would be remiss without mentioning the battery issues many users have faced. The message boards are full of owners wondering why their Edge 305 shuts off mysteriously mid-ride. The problem seems to be narrowed down to loose battery contacts and poor case design. To their credit, the Garmin folks have resolved these issues for the most part, but when spending close to $250 on a computer, it's a hassle that any prospective 305 user should be aware of. For the record, I've had my 305 for five months and over a thousand miles without a single issue. Buyers currently in the market for the 305 are in an unique position. Garmin has just introduced the Edge 500 which incorporates the 305's features into a smaller computer that's now compatible with power meters. The emergence of the 500 is a strong indication that the Edge 305 is probably on the way out. However, that's not necessarily a bad thing since it means the current 305 can likely be had for a deep discount.

The 305 is an outstanding entry into the world of GPS based cycling computers. As long as you're content to train without a power meter and ride familiar routes, the 305 is an exceptional value compared to the Edge 705. The bottom line, the 305's easy installation, the ability to download data to the computer, and precise gps measurements make it an outstanding bike computer. If you're interested in seeing your current ride numbers and how they change over time, there are few options better than the Edge 305.

Where Do You Feel Safest Cycling?

2009-12-08T21:25:00.010-06:00

Safety is of particular interest to me. I'm typically a solo rider thanks to an ever-chaning work schedule. Since I often work weekends, group rides are out. Although I take a cell phone, I live alone. So whom would I call in the event of an emergency? I do take all possible precautions. I ride with all my necessary equipment and know how to perform just about all basic bicycle repair. I never ride my bike at night. Nothing about riding at night seems particularly compelling to me. Cycling is unique in that cyclists actually share the road directly with drivers. There is no separation provided by a sidewalk. For this reason, many cyclists seek out deserted roads that receive little to no competing traffic. Should the worst case scenario happen such as mechanical failure, health issue, or serious fall, how safe is a deserted road?

On my night time run, a thought crossed my mind about cycling safety. While running, I often venture onto empty and deserted streets with little fear during the day. At night, I restrict my running to well lit but busy streets. Besides the protection of light, my thought is if a careless driver takes me out, I'm more likely to receive aid and some witnesses on a busy street. Obviously there is a point of diminishing returns where a street becomes so busy that it's dangerous. However, a consistent stream of cars at night adds a level of comfort during my night time runs.

I have two "home" routes I typically ride. The first is a simple two lane ranch road without a shoulder that dead ends after 4 miles. The second is a farm road that varies from a two to four lane highway with a wide shoulder that goes on for as long as you can ride. The shoulder-less ranch road is typically deserted. A car might pass by once an hour if you're lucky. The highway is busy enough that cars pass by frequently. I'll typically see one every ten minutes or so. The wide shoulder provides a safe buffer against vehicles that can reach 80 mph, and there are plenty of law enforcement officers passing by.

The ranch road is short enough that even if I'm at my furthest point, I'm only 4 miles away from my car. So even in the worst case scenario I can walk (or limp) back home. The highway has enough traffic that should I need help, I feel like it's just a matter of time before a good samaritan (hopefully) stumbles upon me. All things considered, I feel my usual two routes are very safe, and they've bolstered my confidence riding and dealing with traffic. Where do you feel safest riding? A deserted road? A busier one? What do you do to keep cycling safe?

A Perspective on the Importance of the MS-150

2009-12-03T20:22:00.010-06:00

Times are tough... There are reminders everywhere of the economic crisis we're enduring. Turn on the TV and stock tickers race by with plummeting markets. A trip to the store takes you through empty foreclosures which have turned bustling neighborhoods into deserted canyons. People everywhere are struggling to maintain the basic necessities of food, water, clothing and shelter. Yes, it's very difficult for individuals these days.

However, the difficulty of the individual pales in comparison to the challenges faced by the medical research community now. If people consider healthcare costs to be outrageous, they would be floored to see some of the price tags laboratories have to deal with. A simple order of restriction enzymes, the most basic of molecular biology tools, can easily top $10,000. By itself, this isn't a major issue. However, as researchers we are intrinsically tied to the grants which fund our research. I'm sure you see where this story is going - the money for research is drying up faster than the Sahara.

First a bit of background. If you're not sure what multiple sclerosis is, you're about to get a crash course in exactly why it's so important to find a cure for this disease. Our nerves are covered in an insulating material called myelin. This insulation makes it possible for nerve impulses to travel from our brains to move our toes without delay. In patients with multiple sclerosis, this insulating myelin is destroyed by the immune system. Since our nerves control our bodies, the demyelination of nerves lead to symptoms which range from nausea, weakness, muscle spasms, blurred vision, depression, and headaches. After the initial onset it is almost impossible to predict what symptoms a victim of MS may face or when they may go into remission. The symptoms can flare up without warning and go into remission just as quickly. It is uncertain as to exactly why that is. Although there appear to be genetic predispositions to MS, the basis of the disease is not purely genetic so it is difficult to predict whom it will strike. There is no cure and there are few treatments for this disease. Whether it is doctors trying to treat the disease or patients struggling to live with it, the only certainty with MS is uncertainty.

This is why events such as the MS-150 are so important. Charitable organizations such as the Livestrong foundation and the National MS Society provide a vital source of additional grants which make research possible. Twenty-six cents of every dollar raised during the MS-150 rides goes directly to funding MS research (overall $0.82 from every dollar directly funds MS related activities). As a researcher, I can tell you first hand that every penny obtained makes a major difference in the amount of work a lab is able to accomplish. However, fundraising in the MS-150 isn't measured in nickels and dimes. Last year, the Frisco to Ft. Worth MS-150 raised over $2 million. The BP MS-150 from Houston to Austin raised over $17 million.

But the MS-150 isn't simply a fundraising event. The ride itself helps bring important attention to the cause as well as the people who bravely fight this disease every day. There is no greater source of inspiration than folks like Rodney who live with MS and undertake the daunting task of pedaling over 150 miles. That's the reason why I ride the MS-150 and am working towards raising money for it. For all the talk of scientific theories and dollars and cents collected, the real reason why the Bike MS rides are so important are people like Rodney who have to confront the uncertainty this disease creates every day but find ways to shine through it.

Bike the Bend Ride Report

2009-11-24T11:32:00.025-06:00

Sunday, I had the pleasure of riding the Bike the Bend for Literacy ride which benefits the Literacy Council of Fort Bend County. I would be doing the ride a disservice by failing to mention the goal of the literacy council, which is ending intergenerational cycles of illiteracy by improving adult literacy skills and generating community-wide literacy awareness. The ride itself is routed through the country roads north of Sugar Land on the Southwest side of Houston. If you're a Houstonian and haven't ridden through the roads around Fulshear and Brookshire, you're missing out on some of the best cycling in the city. The roads have wide shoulders, little traffic, and are swamped with cyclists on the weekends. The ride organizers picked the perfect location for their route. There were three options for ride length, 19, 32, and 59 miles for cyclists of all skill levels.

After two solid days of rain, I awoke to clear skies, sun, and COLD temperatures (for Houston that is). Air temperatures in the morning were in the high 40's with a slight breeze from the North. The ride began from Foster high school in Richmond. There was ample parking as well as restrooms, water, and food available to riders before the start. By the time I arrived at 7:45 most of the riders were lined up at the start at the East end of the parking lot. I quickly joined them, and then the ride began. Thankfully organizers decided to stagger the start, sending riders off in groups of 100 with a minute or two between groups. Inevitably, I have found the start of charity rides to be the most dangerous time, with beginner cyclists struggling to clip in, or nervous about riding in close proximity with other riders. The staggered start made it smooth as silk.

Due to time commitments I chose the 32 mile route to ride. The first half of the ride was common to all cyclists and it was fairly crowded. It was impossible to pass cyclists without taking the lane of the road. Thankfully the presence of Sheriffs and SAG vehicles kept riders safe. I stopped at the first rest stop to get some air in my tires, it was very well stocked with food, and restrooms. After the first rest stop, the concentration of cyclists thinned out and the ride became much more enjoyable. My first of two major peeves of the ride came on the first turn off. The ride had volunteers at the first turn and signs labelled with only colored squares representing the routes. I could not remember for the life of me which color my route corresponded to and had to yell across the road to figure out which route I needed to take. I hope ride organizers invest in better signage for the route next year, because every rider I spoke with held this same feeling.

The 32 mile route. I missed the first turn due to poor signs.

The route itself went through quiet, winding country roads lined by white fences and green pastures. It was quiet and domestically picturesque. Most of the roads were in excellent shape, devoid of potholes, and very smooth. However, one stretch of road on the 32 mile route was in very poor shape with lots of cracks and some major potholes. In the future, ride organizers should consider driving the routes beforehand and marking potholes with orange paint for rider safety. If I have one complaint that I would like the ride organizers to take home, it is this - at the end of the ride, the turnoff to the school was extremely dangerous. There was no direction at the intersection and traffic on the road was busy and moving at 60+ miles an hour. Riders were forced to negotiate a move from the shoulder to the center turning lane dodging traffic the entire time. A rider in front of me came so close to a pickup attempting this maneuver I had to turn away for fear of the catastrophe I saw coming. Thankfully she narrowly avoided serious injury. I missed the turn to the ride finish msyelf due to a pack of cars and had to catch the second light. There needs to either be ride volunteers or police officers present to help cyclists finish. Better yet, rather than having riders turn right onto FM 723, have them continue straight past the light and turn right into Foster.

With that grievance aired, it's hard to ignore the highlights of the ride. The peaceful route, the wonderful weather, and courteous riders all made this an event I will be attending yearly. The volunteers were friendly and helpful, the rest stops were fully stocked and staffed with mechanical support as well. The positives of this ride far outweighed the negatives. However, I am looking forward to what was a good ride becoming a great one with some minor changes.

Sam's Club MS-150 Prologue Blazing Pedals It Is

2009-11-21T11:00:00.001-06:00

A little less than a year ago, I bought a road bike knowing nothing of the sport with the singular goal of completing the Frisco to Ft. Worth MS-150. I'd seen plenty of cyclists on the road, but never had any inclination to dress in spandex and dodge cars with them. As fate would have it, I was presented with the opportunity to join a MS-150 team and for some reason I pounced on it. Once I bought my bike and went on my first ride, I was instantly hooked. For the sole reason of introducing me to the sport of cycling, I will be forever indebted to the MS-150 ride and will do my best to support the event any way I can.

Once again this year, I will be riding in the Sam's Club MS-150 which takes riders on a two day ride from Frisco to Ft. Worth, TX and covers a little over 150 miles in the process. Last year, I finished the first day in a driving rain storm. Unfortunately the second day was cancelled due to the fear of inclimate weather. This year, I'm keeping my fingers crossed for much better weather. After one year, I've become a much stronger and more skilled rider. My fitness is better, my equipment is better, and my technique is much better. I'm anxious to test my improvements over the course again.

However, what I'm truly excited about is a rejuvenated team. Last year's team, Elliot's Eagles did very well fundraising and riding in the event. However, separate schedules, and a very late start kept us from really building a cohesive group. This year however, will be a different story. We've begun preparing a full six months ahead of the event. We have twice the number of people interested in joining the team and have devised a training schedule and group rides so hopefully we can all finish the entire event. But riding is only half the challenge. The MS-150 is unique in that it asks riders to fulfill two requirements: fundraising and riding in the actual ride. I'm excited to see how our team excels in achieving both these goals.

For now, we've made a crucial step in the right direction, one that I'm particularly proud of since it's my brain child. We've finally picked our team name - Blazing Pedals! My idea came as an homage to one of my favorite movies of all time, Mel Brooks' role reversing western spoof Blazing Saddles. Hopefully each member will don a yellow jersey with a silver star and the words "Blazing Pedals Rock Ridge Sheriff" on the back. Unfortunately my team slogan of "Hey, where are the white bikes at?" was immediately rejected.

Check Your Chain

2009-11-12T14:02:00.012-06:00

Just about all cyclists know the correlation between a clean, well lubricated chain and proper shifting performance. However, not many cyclists take the time to check the wear of chains and cassettes. A worn chain by itself won't contribute to poor shifting. However, a worn chain will lead to greater wear on the cassette. A worn cassette will inevitably lead to ghost shifting and very poor shifting performance.

Chain wear is often referred to as "strech." The actual part of the chain that stretches are the holes in the plates which contain the chain pins or bushings. For an in depth explanation on all things related to bicycle chains, Sheldon Brown's bicycle bible is a great read. A properly lubricated and cleaned chain should provide between 2,000 and 5,000 miles of service. However, dirt, debris, and friction can lead to premature wear. But how do you know when to change your chain?

The good news is that everyone has the basic tools required to measure chain wear - a simple ruler. Twelve links in a brand new chain should measure 12 inches. When the twelve chain links measure 12 1/16 inches or more, it's time to replace your chain. This is a reliable method. However, it's not always the easiest or most convenient method. Thankfully, there are affordable specialty tools which can accurately and easily measure chain wear.

A simple measuring tape is all that's required to measure chain wear

Park Tool makes a simple CC-3 template gauge that inserts between the links of a chain. The CC-3 is a "go" or "no go" gauge. There are two sides, one which indicates .75% of chain stretch and 1.0% of chain stretch. If the .75% side doesn't fit, chain is like new and you're good to go. If the .75 side fits, time to start pricing a new chain. If the 1.0% side fits, you'd better run to your local bike store for a new chain. This simple, but effective tool can be had for between $7 and $10 from any Park Tool dealer.

A second option is the Park Tool CC-2 Chain Checker. For people who want to know exactly how fast their chain is wearing or a more accurate measure of chain wear, the CC-2 is the tool you need. You simply insert the two pins into the links and swing the gauge tight to see exactly what percentage your chain has stretched.

At .5% stretch I will start examining my chain more often for wear

The best thing you can do to promote long chain life is keep it clean and well lubricated. The next is taking some time each month to see just how it has worn. Keeping your chain well maintained will ensure many miles of trouble free cycling.

A Mellow Trip to Austin

2009-11-06T10:01:00.021-06:00

It's official, work and travel have consumed my life. In order to keep riding and running, something had to give, and it has been my blog. Thankfully I've been able to maintain about 200 miles of riding and 50 miles of running a month to maintain a bit of sanity. Last weekend, I decided to take a little diversion from my travels and visit an Austin institution - Mellow Johnny's Bike Shop. Probably most famous for it's 7 time Tour de France winning owner, Lance Armstrong, Mellow Johnny's has become a mecca for cyclists. Even if you're not buying anything, just gazing at some of Lance's history making memorabilia which makes up the store's decor makes the trip worthwhile.

Located in the heart of downtown Austin, the shop fits in perfectly with Austin's eclectic decor. The outside is covered in brightly painted murals. The shop itself is a model for the perfect local bike store. Part bike shop, part coffee shop, part gym, everything a cyclist needs is rolled into one great store. The physical size of the store is huge. However, if you're looking for brand diversity, this isn't your shop. The website claims they carry brands such as Pinarrelo, Cinelli, and Merckx. But as I wandered through the bikes, all I saw was Trek, Trek, and more Trek. The apparel section does have a variety in brands; however, most of the items are branded with the Mellow Johnny's logo.

The iconic Mellow Johnny's sign and mural

What Mellow Johnny's might lack in brand diversity, it makes up for in features. The store takes great pride in acting as a "commuter hub" providing bike storage, showers, and lockers for commuters to the Austin area. If it's too cold or wet to ride outside, the Pedal Hard Training Center has training classes where sophisticated computrainers allow the measurement of power output and even lactate threshold if you really want to test your limits and define your power zones. To top it all off, why start a weekend group ride at Starbucks when there is the Juan Pelota cafe inside Mellow Johnny's. The staff at the store was also very impressive. They were friendly and courteous, ready to help if needed, but never overbearing or pushy. They're obviously well conditioned to tourists wandering in for a look.

There are some bike stores with training centers. There are others with espresso machines to satisfy their customers. However, Mellow Johnny's incorporates them all, and does so in an package that's cleanly laid out and an impressive blend of both form and function. Admittedly, this isn't a bargain hunter's paradise. My two souvenir t-shirts came to just over $70, some Fizik bar tape pushed my total to over $90. Like an Apple computer, Mellow Johnny's seems to cater to consumers who don't mind a premium price for quality products. Other bike stores looking to establish a shop that's valuable to consumers should consider Mellow Johnny's blueprint. Anytime you're in the Austin area and want to take a peek into an impressive bike store, Mellow Johnny's is well worth the visit.

FTC Mandates Blogging Review Ethics

2009-10-06T14:25:00.010-05:00

Things have been slow on the riding front and even slower on the blogging front. My work and travel schedule has limited my riding to short 20 mile rides every few days and left little time for writing. However, I was thankfully able to head out on a nice 30 mile ride yesterday as well as another 20 miler today. Although it's not directly related to cycling, I feel compelled to write about a news story which caught my eye yesterday that will affect this blog as well as every other one you read. Yesterday the FTC decided to finally address the disclosure of product reviews and advertisement in the new wave of social media (blogs, Facebook, and Twitter).

Previously, bloggers who received products for review had no obligation to disclose how the product was obtained or any compensations for a review. How do I know this? I have a closet full of golf clubs I received for review when I was writing for an online forum. In fact my driver, fairway woods, and irons came free as review models I could keep. Purchased from the store, they had a rough value of around $1,800 . Thankfully I had the backing of a company who dealt with obtaining these products for review, so I felt no pressure to give a glowing recommendation where there was none. However, I can imagine the pressures faced by individual bloggers who felt the need to write positive reviews to maintain a cordial relationship with a company. After all, what company would invest time and money sending products for review just to have Joe Blogger tear them down? It's a win / win situation. The bloggers get free product while the companies essentially get free advertising. This became such an effective strategy, I know of a few top-tier golf club companies which abstained from traditional print media reviews in favor of seeking out bloggers and online forums.

Those days have thankfully drawn to an end. As of December 1, 2009 all bloggers who review products will be held to the same standards of disclosure as print media. The FTC has stated that the disclosure must be "clear and conspicuous." While the intentions are great, I question the enforcement of these rules. There are no licenses required to be a blogger. There are no startup costs. A few clicks of a mouse and an e-mail address is all someone needs to claim their own piece of internet publishing. With literally millions of blogs on the interwebs, perusing the blogs to find violators is a literal needle in the haystack. Rich Cleland, assistant director of the FTC's advertising practices division mentioned targeting companies with misleading advertisements, such as unsubstantiated dramatic weight loss stories. Bloggers for the most part would be liable only if they have received pervious warnings and have substantial readership - blogs most likely to receive product and compensation for reviews.

So if bloggers won't be penalized for the most part, what is the point of the new rules? They place an onus on the reader to read blogs which fully disclose their ties to companies and products. Will the new rules stop the bias of bloggers who receive free products? I doubt it. However, anything which adds an extra layer of transparency and ethics to blogging will help many readers realize a bit of what goes on behind the scenes. I will say now that any product that appears or is reviewed on this blog is paid for in full by myself. I receive no compensation in any way for my writing on Life and Bikes; only the satisfaction of keeping my writing skills active and helping out a fellow cyclist on occasion.

Tips for a New Roadie Part 3 - Accessorize

2009-09-16T17:06:00.018-05:00

Now you've picked out the frame and groupset that's perfect for you and your budget. However, you're not done yet. Don't forget to budget in some of the items that aren't included in the bike, but are essential for happy cycling.

First and foremost on your list should be a helmet. I am a helmet advocate. Do helmets conclusively protect cyclists? Some studies say yes, others no. However, to me any piece of padding you can include between yourself and the hard ground is well worth it. The good thing about bicycle helmets is they are all certified by the same CPSC standard in the US. So in theory a $20 helmet should protect you as well as $200 helmet. If you're looking for a way to save a little cash, this is an item where a less expensive model can be used. What separates more expensive helmets from cheaper ones are lighter weights and better ventilation. It's a good idea to take these into account, as comfort can be very important during long rides in hot climates. The Specialized Echelon is a great helmet for entry level riders. It has the same shape and ventilation system as the $200 S-Works, is lightweight, has a great adjustment system, and costs just $60.

The Specialized Echelon is a great choice for a first helmet

The next item on your purchase list should be pedals and shoes. Your new bike will likely come with plastic pedals equipped with toe clips. These are fine on short rides. However on longer rides they can lead to numb toes and don't promote an efficient pedal stroke. "Clipless pedals," so named because they lack toe clips, are the ones you actually clip into. Since your feet are connected to the pedal you can not only push down, but also pull up on creating a more efficient pedal stroke as well as recruiting the hamstrings to share some of the burden. Stiff soled cycling shoes help prevent numb toes and ensure that all pushing or pulling energy your feet exert help to move the crank. Pedals and shoes are the one accessory that will actually make you faster. Shimano's 105 pedal is a great entry level road pedal. They are easy to clip and out of and the wide base gives a nice solid platform to prevent hot spots. Although the cleat might need to be replaced every season, it doesn't require the maintenance Speedplay cleats do. A careful shopper can find them for $60-80 at various online outlets. Shoes are an item of great personal preference, so I am hesitant to recommend a brand or model. Any stiff soled shoe will do as long as it fits and is comfortable. This is one item you should try before you buy. Most cycling shoes use Euro sizing, so the size of your tennis shoes will probably be different from your cycling shoes.

Shimano's 105 Pedals are a great entry level option

While a Camelbak might be perfectly appropriate for mountain biking, it's faux pas on a road bike. Water bottles and cages are a must. Rides can last for hours so it's important to keep your body well hydrated along the way. Fortunately this doesn't have to be anything fancy. Unless you want to shave every ounce off your bike, skip the fancy carbon cages and stick with aluminum ones. Throw in a couple of cheap water bottles and your setup is complete. A savvy negotiator should be able to negotiate these in as freebies when they purchase their bikes. If you can't, this shouldn't cost more than $15.

Along the same lines, while cycling you're bound to have a flat someday and you should be prepared to fix them yourself. Any cyclist worth his salt has a seat bag filled with a spare tube, patch kit, and some sort of inflation system (either CO2, a hand pump, or both). A portable multi-tool is also a good idea in case a bolt may need tightening along the way.

A proper pair of cycling shorts is another item I wouldn't leave the store without. Cycling shorts like helmets are another item which can get very expensive. However, this is an area where I wouldn't substitute for quality. A good pair of cycling shorts has a comfortable chamois which takes pressure off your sit bones. A quality lycra that compresses your leg muscles can help stave off fatigue. Bib shorts offer the added benefit of not having a waist band that digs into your side and the shoulder straps hold the chamois in place better than standard shorts.

All told, these items can add up. However, now is the season to buy since deep discounts can be had as 2009 models are closed out. Also, there are always deals on websites like Bonktown and Chain Love which offer 50-80% off items. Other companies like Competitive Cyclist offer deals only announced on their twitter feeds. The accessories you choose can contribute to a pleasant cycling experience just as much as a bike, so careful selection is a worthwhile investment. If you can't stand the numbness in your toes or the pain in your butt, the best bike in the world won't solve those problems.

Oakley Jawbone Review

2009-09-13T21:25:00.000-05:00

The first time I saw the Oakley Jawbones debut at this year's Tour de France I was very skeptical. They seemed to be a big departure for Oakley's sports line which features models with no bottom rim to obstruct downward views. They also have lenses "suspended" in the rim, reducing stress on the lenses and improving optical quality. Again this seems redundant since all Oakley lenses incorporate their HDO technology. My current riding glasses are Oakley Radars. My sunglasses for everything else are Oakley Flak Jackets. I love them both and have very few complaints. I wear the Flak Jackets while playing golf, and have never experienced any distortion. However, the more I saw of the Jawbones, the more intrigued I was. Once I tried them on, I was sold.

The Jawbone package complete with extra lenses, soft case, and lens cloth.

The most obvious piece of technology in the Jawbones is Switchlock. The bottom rim of the frame is hinged and designed to swing down once the locking nose piece is flipped up. This makes switching lenses very easy and also allows the lens to be suspended inside the frame which gives the lenses optimal clarity since the frame exerts almost no pressure. The lenses are also coated in Oakley's hydrophobic coating to help repel dust and oils.

The Jawbone and Radar have almost identical lens coverage

Initially I was worried that the Jawbones might be too large for my smaller face. However, I was very pleased to find they fit great. That's not to say the Jawbone is a conservatively shaped pair of glasses, and the colors Oakley has chosen reflect that. Thankfully, matte black is a welcome option for guys like me who prefer to blend into the crowd. This model combines the most subtle frame color with my favorite lens tint. If you want, there are neon yellow, bright orange, white and Livestrong models as well.

Performance wise, Oakley may have created the perfect set of cycling glasses. I was a very big fan of the Radars. I loved the full frame coverage the lenses provided. However, the ear stems were a touch too long and frequently hit the back of my helmet causing the glasses to need mid-ride adjustments. The Flak Jackets were very light and comfortable but didn't have the lens coverage I desired while riding. With the Jawbones, Oakley created the perfect compromise between the two. The Jawbones are as light and comfortable as the Flak Jackets, but the larger lenses provide much more coverage. Oakley also shortened the ear stems compared to the Radars helping the Jawbones fit much better under helmets and hats.

Jawbone (right) has shorter and more comfortable ear stems than the Radar (left).

The frame feels very solid. The ear stems fold out and "click" into place with a very solid feel. There are no creaking noises such as the ones which emanate every time you move the Radar's ear stems. The vents on the lens prevent fogging even in very hot temperatures. The lens coverage is excellent and the shape of the lens is the first I've found that doesn't rub against my eyelashes.

Switching lenses is also extremely easy. I'm not 100% sold on the Jawbones having any better optical quality than other glasses. However, the Jawbone system makes lens changes very easy. Changing lenses with the Flak Jackets and Radars involves some bending, pushing, and pressure. It can be difficult and done incorrectly can lead to breakage. The Jawbones make things much easier. Simply flip up the nosepiece, swing the frame down, and slide the lens out. No hassle or stress at all.

Switchlock in action. Image from Oakley's Website.

There is not much I have to criticize with these glasses. One bone I have to pick are the spare lenses. Oakley was kind enough to include an extra pair of lenses for "low light" conditions. However, the second lenses are either yellow or persimmon tinted. Not typically the sort of lens I see most cyclists donning, even in very low light. For a $200 pair of sunglasses, the extra lenses are a nice touch, but how more useful tint like the G30? Also, after over two years of wearing glasses without a bottom rim, it took some time to get used to looking down and seeing a black line with the Jawbones. However, after a few minutes, it's a non-issue.

When it's all said and done, the Jawbone is an extremely comfortable and well designed pair of glasses. Their shape may not be the perfect fit for everyone, but current Radar and Flak Jacket owners who find themselves wanting a good compromise between the two should give the Jawbones some serious thought.

Hitting the Trails

2009-09-09T17:39:00.009-05:00

Most of my road biking life has been spent on the smooth tarmac of two lane roads. I've grown very accustomed to riding in close proximity with cars and fairly skilled at finding long stretches of road with wide shoulders. My limited experience with bike paths and trails has come on charity rides where the routes are closed. Over Labor Day Weekend I spent some time in Dallas and had the opportunity to ride a multi-use path known as "White Rock Ramble." As a rider who spends most of his time on the roads, switching over to the MUP was a very interesting experience as there are some marked differences between the two.

The trademark sign of the multi use path

One of the most fun aspects of riding the MUP were the turns you simply can't find on any road. I found myself smiling from ear to ear as I attacked hairpin bends that switch from right to left in just a few feet. Those are the sort of turns you can't experience on any roadway. Interestingly enough I found that I was more comfortable making sharp turns to the right than the left. After some practice I found myself getting much more confident moving to my left.

While it's a lot of fun diving through turns at speed, I found it very difficult to get up to speed because of all the traffic. Dodging walkers, joggers, pet enthusiasts can be quite a challenge on a road that's barely wider than two sets of handlebars. Add in cyclists traveling from the opposite direction and it goes from a challenging to dangerous. I found that many inexperienced cyclists sometimes brake too late and too hard, nearly locking up their brakes and not providing cyclists behind them with hand signals for slowing or stopping. The most dangerous instances stemmed from cyclists who attempted to pass a slower jogger or cyclist without yielding to oncoming cyclists. It creates a situation where three people attempt to ride on a path that's only large enough for two bikes. Is the risk of locking handlebars with an oncoming rider worth adding .01 mph to your average speed on a MUP? Apparently to some it is since it happened to me twice in one day on the White Rock Ramble.

Despite the close calls, I found riding the MUP a welcome change of pace. I don't see it replacing the open road as the staple of my cycling diet. However, I do think it's a great way to add in some variety at times when riding becomes monotonous. What are the advantages and disadvantages to riding MUP's in your eyes?

Book Review - It's Not About the Bike

2009-09-01T22:44:00.001-05:00

I'll openly admit it, I am not a fan of Lance Armstrong. I respect what he's done in the sport of cycling. I respect his incredible recovery from cancer. I really respect what he's done through his foundation to advance cancer research and help cancer patients. However, if you asked me for my list of people I'd want to ride with, Lance Armstrong wouldn't be anywhere on it. Yet for some reason I felt oddly compelled to read his autobiography It's Not About the Bike: My Journey Back to Life. While my general opinion of him may not have changed, I did find a very compelling read that goes far beyond cycling.

Content wise, the book is a retelling of Armstrong's life from the day he was born through his second win at the Tour de France in 2000. He goes into great detail about his childhood and the strong bond formed between his mother and himself and recounts his ascent to prominence in the sport of cycling. All the biographical sketches are just a prelude to the heart of the book: Lance's cancer diagnosis, treatment, and recovery. These chapters are an incredibly honest and vivid description of his thoughts, feelings, and fears about the uncertainty of his life. This is the aspect of the book that makes it such as great read. In fact it's so compelling that the rest of book detailing his first two Tour de France victories ends up quite dull in comparison.

The instant Armstrong began describing the flu like fatigue and aches which were early symptoms of cancer, I found it very hard to stop turning pages. The graphic descriptions of his surgery and chemotherapy sessions made me feel as if I was in the hospital room suffering alongside him. The most impressive points of the book were his moments of self-realization. He goes to great lengths to address much more than the struggle between fighting and giving up, but also the mounting medical bills, maintaining an income, and returning to a normal life after cancer. There are far more challenges a cancer patient faces than just living or dying. Whether you are a cyclist or not, if your life has been affected by cancer or not, this book is something everyone can enjoy. Most importantly it's an incredibly thoughtful insight into one man's journey of survival.

How I Learned to Stop Worrying and Find My Inner Rhythm

2009-08-25T12:35:00.012-05:00

Watching re-runs of Lance Armstrong's earlier Tour de France victories, I became mesmerized at his impressive cadence. On one hand there was Lance's legs churning at 105 rpm which effortlessly propelled him up the mountains. On the other was Jan Ullrich who was grinding his way to eternal second place finishes at 70 rpm. That was all the motivation I needed to increase my cadence.

So I set out on my project. I bought my Garmin with cadence sensor, and set out in a low gear. For two months I tried to spin the hell out of my cranks. A funny thing happened. My speed actually dropped, I found myself very tired after rides, and I was now barely able to crawl up hills. At first I chalked this up to the adjustment time needed to increase my cardiovascular endurance. However the symptoms continued. I just couldn't maintain speeds I used to cruise at. Even the mildest of inclines was a challenge. I found myself frustrated and wondering what I was doing wrong.

Last week I rode with a group of experienced riders. I was telling the group leader my goal of increasing my cadence. After a few minutes of warming up, he offered a bit of advice, "Just smooth out your pedal stroke, you don't have to spin out of your shoes to be a good rider. What works for Lance doesn't work for everyone else." What followed was one of the best rides I had in months. After lowering my cadence I felt my heart rate decrease and saw my speed increase. The hills and false flats which were giving me trouble before were easy once again. I was able to have a casual conversation and drink while riding without gasping for air.

In retrospect, it should have been obvious that a high cadence wasn't for me. I've always been more of a sprinter than a marathoner. I should have played to my strengths, namely the strength in my legs. There were other clues as well, but I didn't pay attention to them. I've always had my best success climbing using a lower gear than a higher one and like to stand frequently. Since then I've stuck to my guns and found that a slight drop in cadence, 5 rpm has helped me gain about 1 mph back on my average speed. This isn't to say I've become a complete masher. I try and keep my cadence in the 75-85 rpm range. It might not be the 100+ rpm's I dreamed about, but it's more than enough to strike a balance between my cardiovascular system and leg muscles.

Tips for a New Roadie Part 2 - Group Discussion

2009-08-19T17:36:00.014-05:00

In the first article in this series, we examined the intricacies of road bike fit. But once you decide on the frame that's tailor made for you, only half the equation is complete. Now you're faced with the daunting task of picking a group set. A bike's group set is the collection of parts that move a bike - shifters, derailleurs, crank, cassette, chain, and brakes. In the aftermarket, these are typically sold as packages called grouppos. There are quite a few models to choose from, and it can be a difficult to find the group set that fits a rider's needs and budget.

It's important to understand the parts of a group set and how they function on a bike so decisions can be made based on a cyclists needs. Shifters are one of the most important aspects of a group. Most modern bikes come with indexed shifters - each shift corresponds to a specific position on the derailleur. On road bikes the shifters are mounted on the drop bars so shifts can be made while your hands are on the "hoods" or in the drops. The rubber hoods which house them also provide a very comfortable hand position while riding. Derailleurs are the components which respond to the shifters and move the chain between sprockets. The cassette is the collection of sprockets on the rear wheel which determine gear ratio. The crank is the set of front sprockets and the arms which are attached to the pedals. The chain connects the crank and cassette and allows pedaling motion of the front crank to turn the cassette and rear wheel. Brakes are there to help you stop.

Shimano's 105 Dual Control Bar Mounted Shifters

There are two brands which dominate the factory bike market - SRAM and Shimano. The two brands both deliver quality groups with models perfect for the newest riders to the best cyclists on the planet. Shimano was the first on the market with indexed shifting and has earned the lion's share of the market. SRAM is a relative newcomer to road bikes, but is quickly eating away at Shimano's piece of the pie thanks to it's light weight, innovative Double Tap shifting, and competitive pricing. Best bet is to try a brand and pick the one whose ergonomics suit you best. Some people prefer Shimano's smooth feeling shifts and two lever mechanism. Others prefer SRAM's double tap shifting and don't mind the slightly noisy reputation SRAM receives. Ride both models, see which one suits you best and then pick the group you need. The Campagnolo faithful are likely shouting at their computers due to my neglect for what may be the most beloved group set of them all. However, since it's hardly ever found on mainstream factory bikes, I will withhold my Campagnolo article until a later date.

Once you've decided what brand fits you, it's time to pick a model. Models typically vary in their weight, material used, and feel. Nevertheless, it can be confusing to know how they're different and what that translates to in the real world. There are so many features, it would be impossible to detail them all in a short post. So here is a very basic primer on what you can expect from the various models.

Beginner

Shimano Sora is a 9 speed group. It is Shimano's only group set to use a thumb lever for down shifts instead of the Dual Control used in Shimano's other shifters. The thumb shifters can be hard to access from the drops which is a problem many people find. Shifts are typically not as smooth nor as accurate as Shimano's other brands.

Shimano Tiagra is another 9 speed group and Shimano's next step up. Its shifters have the dual control levers common to all other Shimano group sets. The smaller lever is used to shift to smaller gears, the larger lever shifts to larger gears. Shifts are smoother and more accurate than Sora and once dialed in is a very useable group set novice riders can grow with. This would be my recommendation as the absolute minimal group set a new rider purchase.

Intermediate

SRAM Rival is one of the most popular group sets on the road. It weighs less than Shimano's Ultegra and is cheaper to boot. New for 2010 it has also incorporated Zero-Loss shifting on the front shifter, so if you move the front shifter, it will switch gears. There is no play in the shifting mechanism. All SRAM models also have a unique feature where the shift lever can be moved closer to the bars to accommodate riders with smaller hands.

Shimano's 105 group set is the first entry into the 10 speed market. The shifters have a noticeably smoother action, it takes less effort to engage shifts and shorter lever throws than Tiagra. The whole group is lighter to boot. Both 105 and Rival are excellent groups for a new rider and my best recommendation. They are affordable enough for riders on a budget but are smooth, light, and accurate enough even for die-hard racers.

Advanced

Ultegra SL takes the basics from 105 and lightens the package. It is every so slightly smoother than 105. However, the addition of lighter, stronger components makes the overall group set stronger and lighter on the bike.

SRAM Force is basically Rival with the addition of carbon fiber components to decrease weight and increase stiffness. Costing noticeably more than Rival, but lacking the features of Red some question the value of Force over Rival.

Professional

Dura-Ace is the apex of Shimano's lineup. Very light weight combined with amazing stiffness in components such as the cranks make it a favorite among pros and elite amateurs. It is the smoothest shifting of perhaps any group set, even under a hard sprint.

SRAM Red is another big step up from Force and Rival. In addition to lighter weight, it also incorporates zero loss shifting in both levers. The rear cassette is precision machined from a single piece of steel and helping smooth out the shifting action.

So once you've picked the group set that's just right for you, beware of some common tricks bike companies like to use to fool customers. Many save money by using generic brakes rather than the branded brakes that belong on the group sets. There is often nothing wrong with these generic brakes, especially when you swap out the pads, but laying down $5000 for a Dura-Ace equipped bike and receiving a set of Tektro brakes can be a bit disheartening. Companies also use upgraded rear derailleurs to try and fool consumers into believing they will see better performance, such as adding a Dura-Ace rear derailleur on an Ultegra equipped bike. While an upgraded rear derailleur can provide better shifting performance, it won't affect feel or performance as well as Dura-Ace shifters.

If you're serious about road biking, I would strongly suggest investing the additional money in a quality group set, at least 105 or Rival. These two groups are a great compromise between performance and expense. They have appreciably smoother performance than cheaper group sets and perform only marginally less smooth than more expensive groups.

Remember to Tune the Engine Not the Car

2009-08-15T11:56:00.009-05:00

While browsing Bike Radar last night I found an interesting article about Luke Smith, an English cross country racer who won the 75 km Broadhurst Road Race in Gaborone,

Botswana. At face value this doesn't seem like a newsworthy story, until you read that Luke won this road race on his hardtail mountain bike complete with knobby tires...

Luke Smith at the Race. Photo from Bike Radar and ATB Sales

Anyone who has ever ridden a mountain bike and a road bike can attest to the difference between the two. A road bike has no suspension, so every movement of the cyclist leads to forward motion. Even with equivalent gearing, a road bike will always be faster than a mountain bike on the road. So just how did Luke overcome this disadvantage?

After the race he briefly credited his sponsors, but then let the real secret slip out. "The crowd and other riders were shocked that a mountain bike had won a road race, especially as I was on knobbly tyres. When they later asked what was the secret, I replied Whyte – Great British mountain bikes, they can't be beaten! To be honest though, I had really surprised myself." Truth is Luke's bike didn't win the race, Luke did because he was in better shape and a better cyclist than his competitors.

Cycling is a sport defined by minutia. Often this attention to detail gets directed to the bikes themselves. Cyclists are always trying to shave ounces off their bikes or upgrade to the next great part in the pursuit of gaining that extra edge. Group sets costing $2,000 and carbon fiber frames that weigh a mere two pounds are becoming commonplace. There are many times when I browse the internet, trying to pinpoint my next upgrade and plan a way to save the money. At times it can be easy to get dragged into the marketing hype and forget about the most important factor in determining speed - the strength of the cyclist.

While that Dura-Ace gruppo and Zipp tubular wheel set may make your bike two pounds lighter, they are no guarantee that they will make you any faster. Intervals and hill repeats are not always fun. In fact they hurt like hell. The burning seems to start in your lungs and spread like a wildlife throughout your body. But those who use them in their workouts can attest to their effectiveness. There is only one guaranteed way to increase speed - get your butt in the saddle, put in the miles, and suffer. So if you want to ride faster, don't worry about the car and start tuning up the engine.

First Flat Ever

2009-08-14T12:35:00.013-05:00

There are certain rites of passage road bikers go through - the clipless pedal fall, long ride bonk, and mid-ride flat are all challenges road bikers universally seem to experience. While I have overcome the first two, I have been lucky enough to go over eight and a half months without having a flat. Until today.

I began with the goal of completing a 40 mph training ride. I typically ride on a 4 mile long two lane road that dead ends. So the out and back is just under 8 miles. The road has the advantage of having a nice steep hill just before the turnaround, and a long false flat on the return trip. The road surface is smooth tarmac, has very little traffic, and is a mecca for cyclists in the afternoons. Ironically, adjacent to this road is a bike path that goes along a fairly busy highway. The bike path is in terrible shape, is interrupted by traffic lights, and is riddled with road debris. Pieces of truck tire, shattered glass, and metal debris are all over the bike lane. The city never cleans it. I've purposely avoided this path for those reasons. Today however, I decided to add some flavor to my usual routine and use the bike path after my first lap. After 2 miles of dodging potholes and glass I decided to turn around and resume my usual route doing laps on the road.

I got back on my comfortable smooth tarmac and settled back into a good rhythm but the damage was done. Two miles later, I got a pulsing sensation from my front tire, almost as if I was going over a bunch of tiny speed bumps. I looked down and saw the contact patch on my front tire expanding by the second. I slowed to a stop, and removed the front tire. I never found the offending piece of debris, but the tire was free of any sharp objects. Thankfully I had all the tools required and in a few minutes my flat was fixed and I was back on the road.

My ride was in the morning, there were hardly any other cyclists out, and I was 2 miles away from my car without a cell phone or anyone who knew where I was. Had things not went well, it would have been a very long walk back to the car in bare feet since cycling shoes are worthless for walking. Looking back on the situation know, I was very lucky I had everything I needed and more importantly had practiced changing a flat before I got to this point.

One of my favorite videos on how to change a flat.

If you haven't purchased them already, be sure you have a spare tube, hand pump or CO2, and tire levers. Carry them with you every time you ride. Most important of all if you haven't changed a flat yet, practice in the comfort of your driveway so you'll be proficient at it when you're out on the road.

Tips for a New Roadie Part 1 - Get Fit

2009-08-13T18:21:00.000-05:00

When I first got into cycling, I knew nothing about the sport. Doubles, triples, group sets, geometries, they were all greek to me. So I did what I usually do - closed my eyes and dove right in. I picked a 52 cm Specialized Allez Elite as my first bike based mostly on the deal I got. I ended up with an aluminum frame, Tiagra shifters, and a compact crank that fit like a dream. Little did I know I had blindly chosen an excellent starter bike.

I was lucky. Many others aren't. Online bike forums are filled with people questioning the fit of a new road bike or wondering why their hands go numb on long rides. I've been inspired to start up a series of articles dedicated to helping a new roadie get started cycling on the right foot. In this first part, I'd like to break down the most important question a beginning cyclist should be able to answer before they walk into a bike store - how should I get fit.

Most people refer to getting fit as throwing a bike on a trainer, pedaling, and having a shop attendant adjust saddle height and stem angle until the pedal stroke is smooth. I would rather refer to this process as "fine tuning fit." All the components on a bike are adjustable except one - the frame. Handlebars can be exchanged, a shorter stem can be added, a longer crank arm can be used. The one part of a bike you're stuck with is the frame. Pick the wrong one and all the component swaps in the world won't make it fit.

The first ingredient in a good fit is understanding the terminology. A bike's geometry is comprised of the lengths of the tubes on a bike frame and the angles they create. These tubes and angles dictate the position a rider assumes and the fit a rider can achieve. Basically road bikes break into two groups, compact and traditional. Compact frames have a sloping top tube that creates a lower center of gravity and a shorter wheelbase. Compact frames are known for their handling ability while cornering. Traditional frames have a flat top tube and a longer wheelbase making them more stable and in some cases more comfortable.

The Basics of a Bike's Geometry

Now that you know a little about geometry forget it. Because most manufacturers measure their angles and lengths differently, geometry numbers don't translate well from one company to another. The first thing a prospective rider should do is pick whether they want their bike to have a more aggressive and aerodynamic riding position or a more upright one that's more comfortable. The geometry of a competitive road bike (Specialized Tarmac, Giant TCR, Cannondale CAAD9) puts the rider in a lower riding position. It's a faster and more powerful position, but it takes some flexibility to maintain it comfortably for a longer period of time. Endurance frames (Specialized Roubaix, Giant Defy, Cannondale Synapse) have a taller head tube and more upright riding position which can be more comfortable over longer distances or rougher roads.

Sizing is typically referred to by one measurement - the length of the seat tube. The "size" of a bike is the distance from the top of the seat tube to the middle of the bottom bracket. So a "52" has a seat tube that extends 52 cm from the middle of the bottom bracket to the top. However, this is only one number and perhaps not even the most important according to some experts. Equally important is the length of the top tube. This dictates the distance a rider will have to reach to comfortably hold the handlebars. For women or shorter riders this is a key measurement to pay attention to. The only way to decide on the frame that fits you is to try them out.

Many shops these days are equipped with fancy computers that can measure a rider's vital statistics and spit out a "perfect" frame size. These systems are a great starting point, but don't be fooled into thinking this is definitely the best size for you. Try out a variety of frames and sizes to see what fits you best while riding. Very often what's supposed to be the perfect size on paper doesn't translate that way in real life. The most important factor in fit is how a rider feels on a bike and only a rider can determine that. That's why long test rides are so important. Many people can compensate and feel comfortable with a poor fit on a short ride. However, the longer a ride is, the more obvious and exaggerated any flaws in a bike's fit can be.

So with that said, it's very important to try out bikes. When I say try a bike out, I don't mean two laps around the parking lot. Would you buy a car only test driving it around the dealership? The same should be true for a road bike. A good bike store should have models for you to try for extended periods of time. Some even allow customers to leave a deposit and borrow a demo model for a weekend so they can take a long ride. The longer you can test a bike, the better you will know how it will fit you. A 5 mile ride is different from a 40 mile ride. And a 40 mile ride is nothing compared to a 100 miler. Be realistic about your riding plans, and try out your bike accordingly.

The bottom line - if you want a good fit, test as many models and sizes for as long as you can. Eventually you'll find a bike that feels just right. It's almost as if the bike whispers, "I'm the one." You feel relaxed, comfortable, and the riding position feels just right. Then and only then is it time to jump on a trainer and get your perfectly fitted frame dialed in.

All About Performance

2009-08-11T21:11:00.002-05:00

Saw this posted over at Bike Forums. MC SpandX does a great job poking fun at hipsters and roadies alike.

Whether you think he's funny or a complete loon, I think he deserves a round of applause for incorporating Eddie Merckx into a rap!

Too Much of a Good Thing?

2009-08-09T22:06:00.003-05:00

Many people flock to cycling as a refuge from higher impact physical activities such as running and walking. The New York Times published an interesting article on its Well Blog about the potential negative influence cycling can have on bone density. The gist of the article is that in elite amateur and professional cyclists, there appears to be a strong correlation between the time spent on the bike and a decrease in bone density. Over time, bones adapt to become stronger and more dense in people who perform higher impact activities such as running. Cycling, on the other hand, is so low impact and burns so many calories, it appears that it may be fueling pedal strokes at the expense of bone density. Translating the technical jargon, lowering bone density basically means you're on the road to osteoporosis.

Tempering this somber information is the fact that this phenomena has been mostly observed in elite and professional cyclists. The article does a good job emphasizing that the sample was skewed towards athletes who are on their bikes every day logging hundreds of miles a week. Because of this, the information from the study may not necessarily translate over to the average cyclist who pursues riding as a hobby. Although this may be a skewed sample, the results are something everyone should pay attention to - too much of a good thing can be bad for you.

It's quite common for athletes to begin cycling as a way to continue working out after knee or hip injuries hindered running. I wonder how many would ever have guessed that cycling could potentially have this sort of effect on the strength of their bones?

This story emphasizes the importance of a diversity in an overall workout plan. Even one light jog a week combined with a strength training program can help promote and maintain bone density, not to mention the benefits for overall leg and body strength. Taking this idea a step further, another often neglected aspect of overall health is proper diet. Many adults fail to consume enough calcium, so a daily multi-vitamin or calcium supplement for dedicated cyclists may be a tremendous benefit.

Brave to the End

2009-08-05T22:34:00.006-05:00

If you're on the internet, no doubt you've read and laughed at something written by Elden Nelson, better known as Fat Cyclist or simply "Fatty." His blog is a model of how every blog should be written. It's entertaining, well versed, and most of all honest. Regular readers will know that his blog began as a diary of his cycling exploits. However, when his wife Susan was diagnosed with terminal cancer, it was transformed into something much more important - a real life glimpse into why the fight against cancer is so important. Unfortunately, I read earlier tonight that Susan's battle with cancer had finally come to an end. Yet, it came as little surprise to find that she battled the disease all the way.

Fat Cyclist has written so much over the past four years. The very public battle he faced coming to terms with his wife's illness was difficult to read at times. However, the triumphs he achieved were unparalleled. Through his blog, Elden has raised over $500,000 for the Lance Armstrong foundation. More importantly Susan, he, and his family have become a shining example of the bravery and resilience displayed by the people who fight this disease. Keep the Nelson's in your thoughts during this difficult time. Though it may be difficult now, in time the Nelson family should find comfort in the fact that Susan's spirit and determination will find a way to bring an end to cancer through the well crafted words of her husband.

Unboxing An Edge

2009-07-31T12:04:00.001-05:00

I've sought long and hard to bury my inner geek. Yet no matter how much I try, my true geekiness seems to shine through from time to time. Anyone who's been on the internet should be quite familiar with fanboys blogging their glee at unboxing their newest tech-toys. Well when my Garmin Edge 305 GPS bicycle computer arrived this week, I couldn't help but share in their joy, but first a bit of background. Since the day I bought my bike, I've longed for a cyclocomputer. Basically it's a fancy speedometer for your bike that tracks statistics such as speed, mileage, and cadence. There are plenty of options on the market which can provide these features for a bargain price. However, I wanted the ability to track my routes, elevation, and most importantly progress over time. I settled on the Garmin Edge 305. Shipped to my door, the final price was $270 from Amazon.com. A bit expensive, but it has every feature I need plus Garmin Connect's online software which is perhaps the best system for tracking both routes and ride data such as speed, heart rate, and cadence.

The Cupertino influence on Garmin's packaging is very evident.

I've used my Edge once already, and have been very pleased with it. You can expect an in-depth review soon. But while I'm still trying to figure out the nuances of my GPS, I figured I'd post a little unboxing joy of my own so others who might be considering the Edge 305 would know what they're getting. My first impression was a little surprise. The box is perfectly square and reminiscent of the packaging my first Apple iPod came in. However, Garmin still has a way to go before fully realizing Apple's clean, minimalist packaging. The unit itself is tiny and light weight, with a very clean appearance. All functions are easy to use while at full speed, and the display is easy to read.

The GPS itself is tiny, with an easy to read screen.

I opted for the model complete with GPS, cadence sensor, and heart rate monitor. Cadence is an important statistic for cyclists. Novice cyclists often choose too difficult a gear and pedal at a low cadence. The problem with this strategy is that it is mostly anaerobic and quickly leads to muscle fatigue. Not good when trying to ride distances of 60-100 miles. More experienced cyclists use an easier gear and spin it at a faster cadence (90-110 rpm), utilizing more aerobic and cardiovascular endurance which can help one ride faster over longer distances.

The whole package complete withe cadence sensor and heart rate monitor.

Installation was easier than I thought. Included are all necessary mounts and zip ties for the entire system. Garmin even throws in an additional stem mount for cyclists with multiple bikes... or those who might mess up the first time. I was able to get everything attached and working within 30 minutes. The stem mount and cadence sensor go on with zip ties. The toughest part is lining up the cadence sensor, crank magnet, and spoke magnet. However the combination of green and red LED's on the cadence sensor which light up when active make setup very easy. If everything is installed correctly the entire system is unobtrusive. But anyone who has one can appreciate the aesthetics of Trek's new DuoTrap system which integrates a cadence sensor cleanly into the chainstay of the bike.

The unit in place and ready to use.

Honestly, part of me was a little afraid of getting a bicycle computer. The computer tells no lies, and as in many sports very often people's idea of how they perform is far better than reality. However, I was pleasantly surprised to see that I was very close to what I expected. My first trip out was during a recovery ride on a windy and hilly route with some quite a bit of soreness from running the previous day. I was able to maintain a 15 mph average speed at a cadence of 80 rpm. Not too bad, and thankfully exactly where I expected myself to be.

Astros Update - Where's the Leadership?

2009-07-30T23:03:00.007-05:00

The Houston Astros are perhaps my favorite sporting team. I grew up idolizing Jeff Bagwell and Craig Biggio. Some of my fondest memories were trips to the Astrodome to watch the Astros. I languished through years of playoff frustration, rejoiced when I saw them take the field in the 2005 World Series, and now I see my team approaching a major crossroad.

The Astros have always been known as a veteran team who knew just when to turn it on during the second half of the season. With the steady leadership of Jeff Bagwell and Craig Biggio the team would hit their stride after the All Star break reeling off record amounts of victories on their way to the playoffs. Bagwell retired after the 2005 season, unable to play with an arthritic shoulder. Biggio recorded his 3,000 hit in 2007 and bid the team a tearful farewell. The Astros haven't been the same since.

In 2008, the first year without the two Houston icons, the Astros seemed right on pace to take the wildcard with yet another second half surge. However, Hurricane Ike had other plans. When key divisional games with the Cubs had to be rescheduled, the Astros lost their chance at the 2008 playoffs. It was easy to write it off at the time as a major distraction. Players and coaches were worried more about their homes and families than a silly game. Yet in retrospect, the cracks had begun breaking apart the rock.

For a second, I thought the Astros of old were back in 2009. Right after the All Star game, the Astros split a series with the Dodgers and swept the Cardinals. They were righting the ship, hitting and pitching well. Yet the past two weeks have been a shock back to reality. Series losses to both the dysfunctional Mets and surging Cubs have left the Astros teetering at .500 and at serious risk of losing any chance at another miracle playoff run.

Is it a lack of talented pitching? Is it ice cold hitting? I say no. The Astros have shown flashes of brilliance in all areas. It's an utter lack of consistency. One night it's 7 innings of strong pitching wasted with a blown save by the bullpen. The next it's 8 runs scored negated by 12 runs allowed. These Astros just don't perform as consistently as they used to. It's simply a lack of leadership which has deteriorated the club's focus night in and night out.

Without the steady, hard working examples provided by Bagwell and Biggio the Astros have lost their way. Players just don't seem to give the same effort they used to, and it shows on the field. Tejada, Berkman, and Lee are no replacement for Biggio, Bagwell, and Ausmus. While our current players may try to be leaders, they simply don't seem to command the same respect as the retired legends. With another series with the Cardinals coming tomorrow, will the current crew be able to right the ship, or is it time for the Astros to start searching for new legends to build the franchise around?

Boy, George!

2009-07-28T08:29:00.011-05:00

I haven't been cycling for very long, around 8 months. I've been a fan of cycling on TV for even less time, but I can already tell you who my favorite pro is - George Hincapie. Ask most Americans who their favorite cyclist is, and they'll tell you Lance Armstrong with good reason. Armstrong's won 7 straight Tour de Frances. More importantly he's inspired millions as a cancer survivor and through his LIVESTRONG foundation. However, I don't think it would be a stretch to say Armstrong wound never have ascended the podium in Paris those seven times without George Hincapie. Hincapie is the consummate teammate, willing to eschew personal glory in favor of team success. His humble nature has made him one of the most respected cyclists in the peloton. Should anyone ever doubt his toughness, George revealed today on his Twitter page that he rode the final four stages of the Tour de France (including Mont Ventoux) with a broken collarbone!

Hincapie's Twitter Page Today

This just rubbed salt in the wounds caused by Hincapie's 2009 Tour de France. His team Columbia HTC achieved tremendous success, with Hincapie helping lead out sprinter Mark Cavendish to an amazing six stage wins. However, personally Hincapie lost out on the dream of donning the Maillot jaune (French for yellow jersey) by just five seconds during Stage 14 when a couple of teams in the peloton unexpectedly decided to close the gap Hincapie had finished with. Anyone who saw his post-ride interview could hear the disappointment in his voice when he lost the overall lead. It was just more bad luck for the man who seems to cross paths with black cats and walk under ladders before the Paris - Roubaix every year.

When asked about his future after the Tour de France this year, Hincapie was very vague. Having just turned 36, he was unsure as to if he would return in 2010 for another Tour. He also revealed his contract was up for renewal with Columbia HTC. Interesting news considering Lance Armstrong just announced his new RadioShack Team. I've got a feeling one of the first people Lance hopes to sign up will be his good friend George. It might have been a rough year in 2009 for Hincapie, but there's still plenty of fans who want to see him take another victory lap before riding off into the sunset.

The Weight Loss Challenge

2009-07-28T00:37:00.002-05:00

I'm now two days into my new diet, and on the road to my goal of losing 15 pounds in the next two months. I'm not heavy by any means. Currently my weight hovers around the 160 pound mark. However, there are a few areas I'd like to tweak with my current physique, namely my midsection.

How do I plan on going achieving this? Mostly cleaning up my diet. My job's odd hours and copious overtime has thwarted my previous attempts at cleaning up my diet, but now I've committed to cut out the fast food and empty calories.

As far as exercise, I've been consistently running and riding my bike for the past year, and I plan on keeping it up. Running and biking have saved me from the shock of seeing the scales tip at 175 in May of 2008. Since then I've lost 15 pounds. I believe cleaning up my diet will be the final key to getting my body back into the shape I think it should be.

Look for my review on my Cannondale CAAD9-5 coming very soon!

Cycling has been one of the greatest weight loss secrets I've discovered. Riding a bike seems to put your heart rate in that magical fat melting zone, and it's easy to maintain it for upwards of 5 hours. Besides, cycling is just a ton of fun. I used to wonder how all those nuts could dress up in spandex and ride around amongst cars, but now that I've tried it I'm hooked. It's a blast to go flying down the road at 20 miles an hour or to struggle up a hill a mile long with an 8% grade. Now that I've got my Cannondale CAAD 9, I'm having more fun than ever.

New Beginnigs

2009-07-23T20:35:00.000-05:00

My writing career has been a series of ups and downs. Golf, and photography are two things I've written about in the past. Heck, some of my work has been published on major websites. But with an expanding work schedule, my writing has taken a backseat to the rest of my life. Now I will be making my triumphant return to writing. I am pledging to update my blog two to three times a week with whatever is going on in my life. You can expect to read anything and everything. One day might be a bike product review, the next might be a photo update, it'll all be here for the world to read and comment on. Here's to new beginnings.