Why would I get a coach? I hear that question a lot, and it seems perfectly reasonable. After all, plenty of people are able to train and get fast without the aid of someone else. It doesn’t take a PhD is sports science (or PhD in philosophy who probably should have gotten a PhD in sports science) to know that by riding your bike more frequently than you currently do will make you both leaner and faster. And, generally speaking, the harder you ride, the faster these training adaptations occur and with greater vigor. Plus, coaching can be expensive. $89/month for the performance package might seem like a lot. You’re not a pro athlete. Cycling or triathlons are your hobby.
I can sympathize, and to a point, I agree. A coach is not for everyone. Just as when we all managed to drive from point A to point B before GPS on our 4G phones, your pedals will continue to turn over even if you don’t hire a coach. But, as with your navigating, they will do so slower, with more effort, and with lesser efficiency. Here are a few reasons why to get coaches and a few rejoinders to some possible objections. (Sounds like an academic paper, I know; see, now I use that philosophy degree: blogging from home, alone, in the dark ... )
First, there is the cost. That’s what I hear the most, that the cost is prohibitive. I don’t want to judge anyone here, and certainly I have my moments of highly confused priorities with regards to my spending money (why I balk at spending the extra $2 for a pound the fair trade, shade-grown, organic coffee at the grocery store once a month, but then pay $2 for a single cup at Dunkin’ is a psychological mystery). But let’s put the cost in perspective. A coaching package is the same price as a $3 latte. It’s what we pay for cable TV. It’s the difference between taking the subway to work versus commuting by subway. It’s way less than driving.
OK—so there are numerous things to compare it to, of greater and lesser importance. Obviously getting to work somehow takes precedence over monthly workouts. Maybe the routine trip to the corner store to get your coffee each day is comforting in its routine. Maybe you really can’t wait until tomorrow to watch your favorite cable shows online. It’s all about prioritizing. But before dismissing coaching out of hand due to the cost, think about how you feel when you achieve your goals. After all, that’s the coach’s primary objective, whether your goals are to win races and turn pro, or simply finish a long ride or a sprint triathlon. Would you trade a latte a day or your cable subscription for that feeling of improvement and accomplishment? I suppose that’s up to you to decide.
Secondly, there’s the question of how much a coach can really offer. This is the response usually heard from people who are already generally very fit. They’ve come so far already completely on their own. How much further can a coach really take them?
I would say the sky’s the limit, if by sky I meant your genetic makeup. That really is the limiting factor. “Some are born great, some achieve greatness, and some have greatness thrust upon them,” the bard wrote. I would say those number quite few. Nevertheless, the only way to know if one has reached their maximum potential is to do whatever it is their doing with maximum effort and efficiency. Even a generally fit person can probably go much, much faster with the proper training plan. I liken cycling to tennis. I was my high school team’s #1 player for 3 years, and qualified for the state tournament. There, I was competitive, but was truly outclassed by the 3rd round. The guy that crushed me was crushed in his next round. That guy made it to the quarters before getting shellacked by the eventual 5th-place guy. The guy that won played on the challenger circuit, where you have to win whole tournaments against guys at similar levels to get into a lottery where you may or may not get picked for a low seating at a tournament that you might see on T.V. Unlike in March Madness, the bottom seeds at Wimbledon don’t advance to the finals to play the best in the world.
My point is that no matter how good we think we are—no matter how fit we get—there are so many levels of fitness above us. Wouldn’t it be nice to see whether, with the proper training (given all limiting factors, viz., job, work, family, time to train, and of course, genetics) we see just what level we get to? I bet the guy who lost to the guy who lost to the guy would love to someday be the guy who beats the guy who lost to the guy who lost to the guy. That guy might be you, but it’ll take a coach to find out.
Now, as for specific benefits of having a coach, I can think of a few. First off, the consultation is invaluable. Discussing a training plan with someone whose job it is to create a training plans leads to a highly structured, focused, and intelligent season outline. And as the exigencies of life crop up, you need a coach who is amenable to accommodating those changes. Breakaway coaches certainly are flexible. And once you start doing the specific workouts designed just for you, you’ll come up with questions you’d never have come up with on your own. And the answers will be just a conversation away. Coaches are also there to tell you when to take a rest. The principles of training have always come down to inducing stress, then recovering. A surprisingly large number of people focus way too much on the stress and not the recovery. (We call that “triathlete syndrome.”) It’s a tough thing to figure out, and most likely something for which one needs a coach’s trained help.
Helping you to set appropriate goals is another benefit of coaching that comes to mind. True story: the same well-meaning kid has come into the shop once a summer wanting a free bike because he is, he says, going to turn pro. He has never raced, but, he says, he does a local 40-mile ride with some older guys and everyone on it says he’s really fast and should go pro. Ridiculous as this sounds, it’s really an extreme case of a characteristic of most of us: we don’t know what level we’ve reached, nor do we know what level we can reach, without someone giving us a clue.
Furthermore, having a coach provides some accountability. How often have you planned to go on a ride, only to see that it was a bit too cold, or there was a chance of rain, or the game went into extra innings and you’re too tired, or they had 2-for-1 you-call-its at the pub and you’re too “dehydrated” the next day? It’s easy to cheat yourself out of a workout. Just yesterday I started an interval session, got interrupted by a policeman telling me to get off the road, and bagged it, civil rights feeling violated. Justified in quitting? I felt like it at the time. But when I told a fellow coach the story, he asked me why I didn’t just find a new road and continue. I had no answer. No one is there to call you on it but yourself. It’s harder to cheat your coach, someone who will monitor to see whether you did your workout, and call you on it if you’re not doing what you’re supposed to.
I could go on, but I’ve probably maxed out your attention span. If you care to hear more about the benefits of coaching and features of the various coaching packages that we offer, I invite you to continue the conversation in the comments section or email me directly at Charlie@Breakawaybikes.com.
Monday, April 04, 2011
Group Ride Etiquette - By Charlie Zamastil
At last, spring! Er, sort of... It’s finally (going to be) pleasant enough and light enough to ride one’s bike outside without coming out looking like this:
One of the best parts about Philadelphia is that once it warms up, there is no shortage of people to ride with. Slogging away all winter on the trainer can make you strong and fast, but it doesn’t necessarily prepare you for riding outdoors, and especially for riding outdoors with other people. In order to help you prepare for such occasions, I wanted to note a few general guidelines for riding in groups.
I few things ought to go without saying, but I’ll list them just in case.
• Wear a helmet!
• Bring what you need to handle a flat tire
• Bring enough food or cash for a food stop so you don’t become a mooch
• Obey the rules of the road.
These things are relevant for all rides, not just group rides, though.
• Here are some general rules:
• Point out obstacles in the road.
• Announce “[rider, car, dog] up” calmly if there is a potential hazard forthcoming.
• Have your head up so you are aware of what’s going on around you.
• Signal when you are stopping. Avoid yelling “stopping,” unless it is absolutely necessary. (If everyone is riding in a group correctly, this shouldn’t be necessary.)
• When overtaking people, let them know you are going to pass them on the left by saying “on your left.”
Group rides can be great training, as long as everyone is on board with what is happening. However, the harder the group ride is, the smaller the field can be. If you plan on doing intervals or hitting hills, then unless everyone else on the ride is on board, of equal ability, or willing to regroup occasionally, go train alone. Also, before joining the group, make sure you understand the format of the ride. You need to follow the house rules just like a casino, or like the casino, the group will kick you to the curb. (hopefully metaphorically, in both circumstances!)
One primary rule for riding in a group is to be predictable. You can’t control other people, and they can’t control you. Therefore when riding together, there is an implicit bond of trust between the riders. You need to trust that following them is a safe thing to do, and they need to do likewise. (This is why if you ever jump on my wheel when I’m out riding, and I don’t know or trust you, I try to drop you. I’m sorry, but please, at least say something, like a simple “mind if I draft?”) As a great friend and teammate proved, riding can be dangerous anywhere, any time. It’s bad enough out there for us riders in a world of cars. Let’s not make it worse for each other!
Being predictable means no erratic movements. Any change in pace or in one’s line needs to be gradual. Don’t suddenly move to the left or right without checking to see that it is safe to do so. If you’re riding behind somebody, follow the line that they are taking around corners. Don’t suddenly slam your brakes unless absolutely necessary; generally, it’s better to “scrub” speed by coasting or moving slightly out of the draft of someone in front so you allow the wind to slow you down. Also, if you’re on the front, you should be pedaling unless it is a very fast downhill. Remember the people behind you are in your draft, so if you are both coasting, they will be going substantially faster (upwards of 30%). If you are hitting the wind while coasting, you will force those behind you to have to hit their brakes. This can send a ripple effect through the pack and cause accidents.
Most group rides should stick to no more than two across.
Title 75, Secion 3505:
(e) Limitation on riding abreast.—Persons riding pedacycles upon a roadway shall not ride more than 2 abreast, except on paths or parts of roadways set aside for the exclusive use of pedacycles.
So, when you are riding in a group, you’ll typically follow one of three forms: a double paceline, a single paceline, or a rotating or “circular” paceline (echelons are just rotating pacelines in crosswinds, usually not suitable for riding on open roads).
By far the most common is a double paceline. This is popular because it permits conversation with the person on one’s side. Riders go side by side, two-by-two, taking turns pulling in front. Each pairing should try to stay maintain an even distance between the two people in front of them. That means everyone’s handlebars should be even with someone’s next to them, and ideally, everyone keeps their handlebars as close together width-wise as is safely possible. If you find yourself pulling ahead or falling behind the person next to you, then those behind you are forced into the same unsafe circumstance. It’s especially important when riding on the front to keep an even speed. If you are for whatever reason (usually macho overcompetitive zeal) constantly pulling ahead of the person next to you when you are on the front, you are committing a serious faux pas known as “half-wheeling.” Chronic half-wheelers often don’t even realize they’re doing this. Politely point out what they’re doing and ask that they chill. One can go ride hard on his or her own.
When in the double paceline, it is polite to share pulls. Some rides expect everyone to pull roughly equally, while other groups are ok with someone or someones doing the lion’s share of the work. As always, defer to the group with this regard. When taking a pull, keep the pace steady. Your effort will naturally increase once you hit the wind, without you needing to surge ahead. When you pull off, flick your elbow and gradually move to your outside (to the right if on the right, to the left if on the left). Stay safe, as you will temporarily be 4 abreast while the rest of the line rotates through. If necessary, the people on the front should pull off one at a time. The people who are now in the wind should pull through riding the same tempo.
A single paceline works the same way, except that the riders are single file. This is the fastest way for small groups (~6-8 or fewer) to travel, and it can be done by experienced riders in a training format, similar to doing a team time trial. A small group can do their own “hammerfest” in this format. The person in front should flick his or her elbow when ready to pull off. Generally, flicking the elbow on one side indicates that one is pulling off to the opposite side, and the person behind should pull through on the side that the leader flicked. Wherever possible, pull off into any cross wind, so you temporarily shield the faster-moving rider from those winds as you drop back.
The last sort of format is the rotating paceline. I have little more to add to what you learn when you watch this video:
When doing a rotating paceline on open roads, you should try to make the inside lane the fast lane, so that you are not at the back pulling left toward traffic that you cannot see coming behind you.
Last, but certainly not least, don’t be a jerk! We cyclists have too much to lose for people to come in and be disrespectful and put us all at risk. If you see something questionable, let them know calmly, and you should respond in kind if the same happens to you. And when in doubt, just ask someone!
One of the best parts about Philadelphia is that once it warms up, there is no shortage of people to ride with. Slogging away all winter on the trainer can make you strong and fast, but it doesn’t necessarily prepare you for riding outdoors, and especially for riding outdoors with other people. In order to help you prepare for such occasions, I wanted to note a few general guidelines for riding in groups.
I few things ought to go without saying, but I’ll list them just in case.
• Wear a helmet!
• Bring what you need to handle a flat tire
• Bring enough food or cash for a food stop so you don’t become a mooch
• Obey the rules of the road.
These things are relevant for all rides, not just group rides, though.
• Here are some general rules:
• Point out obstacles in the road.
• Announce “[rider, car, dog] up” calmly if there is a potential hazard forthcoming.
• Have your head up so you are aware of what’s going on around you.
• Signal when you are stopping. Avoid yelling “stopping,” unless it is absolutely necessary. (If everyone is riding in a group correctly, this shouldn’t be necessary.)
• When overtaking people, let them know you are going to pass them on the left by saying “on your left.”
Group rides can be great training, as long as everyone is on board with what is happening. However, the harder the group ride is, the smaller the field can be. If you plan on doing intervals or hitting hills, then unless everyone else on the ride is on board, of equal ability, or willing to regroup occasionally, go train alone. Also, before joining the group, make sure you understand the format of the ride. You need to follow the house rules just like a casino, or like the casino, the group will kick you to the curb. (hopefully metaphorically, in both circumstances!)
One primary rule for riding in a group is to be predictable. You can’t control other people, and they can’t control you. Therefore when riding together, there is an implicit bond of trust between the riders. You need to trust that following them is a safe thing to do, and they need to do likewise. (This is why if you ever jump on my wheel when I’m out riding, and I don’t know or trust you, I try to drop you. I’m sorry, but please, at least say something, like a simple “mind if I draft?”) As a great friend and teammate proved, riding can be dangerous anywhere, any time. It’s bad enough out there for us riders in a world of cars. Let’s not make it worse for each other!
Being predictable means no erratic movements. Any change in pace or in one’s line needs to be gradual. Don’t suddenly move to the left or right without checking to see that it is safe to do so. If you’re riding behind somebody, follow the line that they are taking around corners. Don’t suddenly slam your brakes unless absolutely necessary; generally, it’s better to “scrub” speed by coasting or moving slightly out of the draft of someone in front so you allow the wind to slow you down. Also, if you’re on the front, you should be pedaling unless it is a very fast downhill. Remember the people behind you are in your draft, so if you are both coasting, they will be going substantially faster (upwards of 30%). If you are hitting the wind while coasting, you will force those behind you to have to hit their brakes. This can send a ripple effect through the pack and cause accidents.
Most group rides should stick to no more than two across.
Title 75, Secion 3505:
(e) Limitation on riding abreast.—Persons riding pedacycles upon a roadway shall not ride more than 2 abreast, except on paths or parts of roadways set aside for the exclusive use of pedacycles.
So, when you are riding in a group, you’ll typically follow one of three forms: a double paceline, a single paceline, or a rotating or “circular” paceline (echelons are just rotating pacelines in crosswinds, usually not suitable for riding on open roads).
By far the most common is a double paceline. This is popular because it permits conversation with the person on one’s side. Riders go side by side, two-by-two, taking turns pulling in front. Each pairing should try to stay maintain an even distance between the two people in front of them. That means everyone’s handlebars should be even with someone’s next to them, and ideally, everyone keeps their handlebars as close together width-wise as is safely possible. If you find yourself pulling ahead or falling behind the person next to you, then those behind you are forced into the same unsafe circumstance. It’s especially important when riding on the front to keep an even speed. If you are for whatever reason (usually macho overcompetitive zeal) constantly pulling ahead of the person next to you when you are on the front, you are committing a serious faux pas known as “half-wheeling.” Chronic half-wheelers often don’t even realize they’re doing this. Politely point out what they’re doing and ask that they chill. One can go ride hard on his or her own.
When in the double paceline, it is polite to share pulls. Some rides expect everyone to pull roughly equally, while other groups are ok with someone or someones doing the lion’s share of the work. As always, defer to the group with this regard. When taking a pull, keep the pace steady. Your effort will naturally increase once you hit the wind, without you needing to surge ahead. When you pull off, flick your elbow and gradually move to your outside (to the right if on the right, to the left if on the left). Stay safe, as you will temporarily be 4 abreast while the rest of the line rotates through. If necessary, the people on the front should pull off one at a time. The people who are now in the wind should pull through riding the same tempo.
A single paceline works the same way, except that the riders are single file. This is the fastest way for small groups (~6-8 or fewer) to travel, and it can be done by experienced riders in a training format, similar to doing a team time trial. A small group can do their own “hammerfest” in this format. The person in front should flick his or her elbow when ready to pull off. Generally, flicking the elbow on one side indicates that one is pulling off to the opposite side, and the person behind should pull through on the side that the leader flicked. Wherever possible, pull off into any cross wind, so you temporarily shield the faster-moving rider from those winds as you drop back.
The last sort of format is the rotating paceline. I have little more to add to what you learn when you watch this video:
When doing a rotating paceline on open roads, you should try to make the inside lane the fast lane, so that you are not at the back pulling left toward traffic that you cannot see coming behind you.
Last, but certainly not least, don’t be a jerk! We cyclists have too much to lose for people to come in and be disrespectful and put us all at risk. If you see something questionable, let them know calmly, and you should respond in kind if the same happens to you. And when in doubt, just ask someone!
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