1. From the Top: Follow-Up on Tale of Two Cities Article
2. News & Reviews: Older, But Still Fast! Elizabeth Wicks’ Record 24-Hour Ride
3. Question of the Week: Do You Ever Create Your Own Bike Products (see this week’s Quick Tips)?
4. Ask Coach Fred: Am I a ‘Fit Amateur Cyclist’?
5. Sponsors: Cycling Products from our Sponsors
6. Jim's Tech Talk: Product Review: Safety Wing
7. No Problem: The Joy of Weekend Getaways on the Bike
8. Quick Tips: Additional On-Bike Storage
9. Cadence: Health Matters: Beta Blockers’ Training Impact
10. RBR eBookstore: The Best Cycling Bookstore on the Internet!
I’m back in the saddle at RBR HQ after riding the Tour de Wyoming last week. I’ll tell you about that terrific ride next week in this space. But this week I want to provide an update and reader feedback on a recent article, my July 10 column, A Tale of Two Cities.
If you’ve read RBR Newsletter for any length of time, you know that rider safety is something we regularly address, because it really is the bedrock issue of road cycling. Much like your overall health in everyday life, safety takes precedence over all the rest.
As a reminder, in my Tale of Two Cities column I compared the relative safety – and feeling of safety – between riding in Germany and in my hometown of Atlanta.
You may recall that I told you about three recent extreme events of violence against cyclists on the roads of Atlanta. One of those involved me getting shot in the hip with a pellet gun while I was riding. (One thing I didn’t mention in the piece was that I called the two police departments that I believed could have had jurisdiction over the road where I was shot; both said the other had jurisdiction, and neither would take my statement!)
Another of the violent acts was the terrible assault on a rider who was purposely run down by a driver. The third involved a driver who stopped his truck and began punching a cyclist on the side of the road.
For several weeks, police had only been able to locate the vehicle used in the run-down assault, which left 50-year-old Gregory T. Germani in critical condition, with head, neck and torso injuries.
Last week – finally – two arrests were made in the case. According to reports in the Atlanta Journal Constitution, “Joseph Alan Lewis, the 19-year-old Atlanta man who police say ran down and seriously injured a bicyclist on a northeast Atlanta street last month, appeared before a magistrate judge Thursday morning and was denied bond. He will remain in the Fulton County Jail….
“Charges against Lewis listed on the Fulton jail website are criminal attempt to commit murder, reckless driving, hit-and-run, aggravated assault, aggressive driving, serious injury by vehicle, criminal damage to property, failure to report an accident, having an expired or no license and having an expired or no license plate or decal.”
Lewis’s girlfriend was also arrested, for felony hindering the apprehension of a criminal and for tampering with evidence.
“Germani was in intensive care at Grady Memorial Hospital for several weeks with brain trauma, but has been steadily improving, said his girlfriend, Beth Anne Harrill,” in the same AJC report. “He has since been released from Grady and is recovering in a private facility. ‘He’s doing better,’ Harrill said last Wednesday. ‘He is beginning to say some words and he is making gradual improvements each day, but it is going to be a long, long, long recovery for him.’”
Let’s all hope and pray that Greg Germani continues to recover, and let’s hope the legal system metes out the justice that his assailant so fully deserves.
As we all are too painfully aware of, though, it seems that in the U.S. justice system (and likely some others around the world), the burden of proof inevitably falls on the cyclist – not the motorist – when a cyclist is hit. How many times have we heard of a “his or her word against mine” situation, in which case the police defer to the driver, not the cyclist?
And the 3-foot passing laws we all cheer when they are implemented in our own state are typically only enforced after the fact. That is, after a cyclist has been hit by a car. I have never heard of a driver being cited for passing too closely when no collision has taken place. (Don’t get me wrong; 3-feet passing laws are better than nothing, but they’re certainly no panacea.)
This twisted administration of justice re: the burden of proof was clearly pointed out in one of the best comments to my article, from a reader with the nom de guerre “Captain Eurotrash.” Here’s what he wrote:
“I originally hail from Germany and have lived 12 years in the South, specifically Louisiana.
“One marked difference is the application of the law as it relates to cyclists. In Germany any collision is strictly defined as a burden of proof on the motorist. In other words, the motorist must prove beyond doubt that the cyclist was at fault when any contact has been made. In all other respects and in the absence of such incontrovertible proof, the driver is always held accountable in both criminal and civil court, which is the majority of cases.
“This is the single most effective way to generate the same defensive driving as should befall vehicles as a function of their weight, size and inherent danger when combined with momentum. The 3-foot passing law is just one belated American effort at emulating long-standing European codes. Much more needs to be done, and can be done, with the passing of appropriate laws.
“Just as a cyclist would not test the proposition of the 3-foot law by willfully veering into the path of a car, neither would a cyclist try to get a motorist into trouble by generating a collision on purpose! There are better ways to commit suicide.”
I absolutely 100% agree with Captain Eurotrash on this. It seems to be the definitive solution. But as with all issues, single voices – no matter how much reason and common sense they’re espousing – are seldom heard by elected officials.
Which is why we all owe it to ourselves and our fellow riders to work through our various cycling advocacy organizations (in the U.S., the League of American Bicyclists, chiefly) to bring our voices together behind whatever lobbying power these organizations can bring to bear. Join up, participate, and share your opinions.
That said, don’t give up the power of one: You can bend the ears of non-cycling friends and neighbors, write a letter to the editor of your local newspaper, post on the issue on social media, etc.
If you have further thoughts on this issue, please share them on our Community Comments page, on Facebook at http://www.facebook.com/RoadBikeRider or on Twitter at http://www.twitter.com/RBRoadBikeRider.
I’m certain there’s much more to come in the future on this issue. Meanwhile, do what you can to keep yourself and your fellow riders as safe as possible on the road.
--- John Marsh
By Coach John Hughes
239.1 miles in 24 hours at age 70. That’s how far Elizabeth Wicks rode on June 14-15, 2014, in her record ride in the National 24-Hour Challenge, beating the old record by 13.7 miles.
Wicks is a veteran ultra racer whom I’ve had the privilege to coach for the past couple years. In 2013, at age 69, she broke the Calvin’s Challenge 12-hour record with a ride of 172.5 miles. Her training and race were narrated in RBR Newsletter last year and are available on my website.
This year she aged up and raced the windiest Calvin’s ever as a 70-year-old. Another record ride of 157.0 miles. All of this was accomplished after getting a new hip in October 2010, and still working full-time. She gets up at 5 a.m. several days a week to train before work.
Of course, very few of us are ultra racers, no matter our age. But there’s nothing special about the training Wicks does to enable her to keep breaking records. The techniques and workouts are available to any rider, of any age and ability. That’s why I enjoy telling her story.
After the 24-Hour Challenge, she wrote, “My first 24-hour event was an adventure! As so many of my ‘big’ rides are. My training was right on thanks to Coach Hughes. After Calvin’s in May, John focused my training on maintaining my endurance and building in lots of practice and visualization rides: Learning to ride more slowly and steadily. Those long, steady rides really helped me be in excellent shape and not over-trained or muscle sore when I got to the start.”
This was Wicks’ first 24-hour race, following closely on the heels of the Calvin’s 12-hour event. After Calvin’s 2014 she had just six weeks to prepare for the 24-hour. She had plenty of endurance to ride for 24 hours. We needed to work on her cruising speed, pacing and mental preparation.
Just a week after Calvin’s she repeated her baseline time trial to check her heart rate training zones. She rode a full minute faster than last fall at the same HR, so she was already in very good shape. Just once a week she rode fartlek intensity workouts.
I told her how long to ride hard; for example, 40 minutes. After warming up, she rode for 40 minutes, mixing up the very hard and very easy riding depending on the terrain and her mood. After the mixed-intensity main set, she cooled down. By riding much harder than normal she raised her average cruising speed. There’s more information on how to do this in my eArticle Cycling Past 50, 60 and Beyond: Training with Intensity.
She also did short weekly brisk tempo rides and moderately long rides to maintain her endurance. The moderately long rides were practice rides, ridden at race pace, practicing her nutrition and visualizing racing for 24 hours.
Racers at the National 24-Hour Challenge complete a 130-mile loop, then a 24-mile loop. Then they ride as many laps of a 7-mile loop as possible.
I created a plan for Wicks with the speed for each loop (getting slower as the race wore on), time off the bike between each loop and the total number of small loops to ride. The plan was to ride 239.1 miles: the big loop, the middle loop and then 12 times around the small loop to break the record. Despite some difficulties, that’s exactly what she did!
“The race was amazing. Great weather, sun all day, no humidity, moon light all night. Well organized and well run. The routes/countryside were just gorgeous. The terrain was either relatively flat or rolling on the big and middle loops. The night loop was a piece of cake, except for one short uptick toward the end.”
Wicks did a great job on the first loop, finishing 15 minutes ahead of schedule while still keeping her HR in the target range. Over the course of nine hours she drank 4 bottles of Perpetuem, 4 bottles of homemade sports drink from Eating and Drinking Like the Pros: How to Make Your Own Sports Nutritionand consumed a few snacks. Although she was fueling regularly on the big loop, she wasn’t consuming enough carbohydrates, the source of glycogen. Glycogen fuels hard riding, and your body can only store a limited amount.
“I don’t know when I finished this loop. I was a little tired, but otherwise feeling good....It was about this time I think that I stopped eating/fueling as much as I should have.” This further depleted her glycogen stores.
“From here on I somehow forgot about all the food I brought, and the crew didn’t know I wasn’t eating it. They’d ask me what I wanted, but half the time I couldn’t tell them.”
Wicks had bonked. Her brain burned glycogen for fuel, and when she ran out of glycogen she couldn’t think straight.
Despite bonking, she kept riding!
“At some point, maybe after 7 or 8 small laps, I couldn’t tell whether I was hungry or sick. Actually, I thought maybe if I got sick I’d feel better.” After another loop, I was sitting down with my blanket over me and nodding off a bit. Susan [Notorangelo] came over to check on me and began massaging my legs. She suggested I go into the gym and take a quick nap. I don’t know how long I slept, but I don’t think it was very long. I was groggy, but I think the rest helped. I got a baked potato, and it tasted divine.”
This is a great example of what makes a good endurance rider–she dealt with the problem and got back on the bike.
“OK, I was hurting. My butt wasn’t too bad, with no broken skin, but my body and brain were tired. I passed the previous record of 225 miles, which felt good. We had planned for 12 night loops, and once I passed that milestone I decided I was done.
“Bottom line: the race was great. I was well-trained, ready and very capable of doing the ride. I think the nutrition mistakes were what wore me down.
“I am already looking forward to going again next year! Knowing the routine will make it so much easier. Now…if I can do 200 plus miles at each of the next 5 years, I can earn one of those snazzy 1,000 mile jerseys -- and I’ll only be 75.”
Athletic maturity. Wicks has been an endurance rider for 16 years and has regularly ridden 200, 300, 400 and 600 km brevets (125, 188, 250 and 375 miles). In 2003 she completed the 1,200-km (750-mile) Paris-Brest-Paris. For an older rider, capacity to perform is more a function of athletic maturity (riding experience and physical fitness) than chronological age. How to determine your athletic maturity and select appropriate workouts, along with nine different training plans, are part of my two-part eArticle series: Cycling Past 60: Part 1, for Health and Part 2, for Recreation.
Endurance base. Since getting her new hip in 2010, Wicks rode 3,800 miles in 2011, 3,700 miles in 2012, 5,500 miles in 2013 and 1,540 miles by Calvin’s Challenge on May 3, 2014.
As a rider builds an endurance base, her cruising speed increases as a result of all the miles. Also, all those endurance miles strengthened her muscles, tendons and ligaments to then do harder intensity training without injury. Despite living in Massachusetts, Wicks rides year-round to maintain her endurance base. For more information on building an endurance base for longer rides, see my 3-part eArticle package on Endurance Training and Riding. The first eArticle lays out the principles of training for endurance and contains training plans for rides from 100 miles (200-km) to 375 miles (600-km)
Appropriate speed work. If she just rode a lot of miles, she’d get a little faster, but not fast enough to ride at record-setting paces—that requires speed work. Because she maintained her endurance base over the summer and fall, she was fit enough to do hard workouts on the trainer in the winter.
In November and December 2012, excited by an indoor cycling class, she rode hard twice a week. But it proved to be too much. We changed her workouts in January 2013 to once-a-week intensity sessions, with much recovery riding. To prepare for Calvin’s and the National 24 this year, she started once-a-week intensity sessions in December 2013.
For almost all senior riders, one intense workout a week yields continuing significant improvement, while two hard rides a week result in overtraining -- and sometimes injury. For more information, see my eArticle Cycling Past 50, 60 and Beyond: Training with Intensity. It explains why “breaking out of your routine by varying the intensity is the fastest way to improve your cycling,” and it shows you how to add intensity for the most benefits with the least risks of injury.
Tested nutrition. Nutritional problems are the No. 1 cause of riders not doing as well as planned in events. These range from lack of energy to an upset stomach, bloating and even nausea and diarrhea. Everything before an event must be tested and perfected in advance.
Wicks had tested her nutrition both at Calvin’s 12-hour and on specific race-simulation rides. However, toward the end of the first 12 hours of the National 24-Hour, she stopped eating and drinking, and the lack of nutrition hurt her. Endurance nutrition both for training and performance for rides of 100 km and longer is explained in the second eArticle in the package on Endurance Training and Riding.
Smart riding. The key to a successful event is to use your smarts to complement your legs. Wicks prepared carefully by developing sound ride plans for each event. The plans also included when and how long she’d stop during the race, what she’d eat and drink while riding, what she’d consume while stopped briefly and what equipment she’d change at a stop. Learn more about how to prepare for and ride a successful event in the third eArticle in the package on Endurance Training and Riding.
Having fun. Right after the National 24-Hour, Wicks wrote, “It was a grand adventure as always. I am already looking forward to going again next year!” And two weeks later she emailed me, “I’m looking at doing the mid-Atlantic 24-hour in North Carolina on August 23—several cycling friends probably will be racing, too.”
If it’s not fun, don’t do it!
I hope I’m having as much fun in five years when I’m 70 as my good friend and client Elizabeth Wicks! And I hope you have as much fun riding, no matter what your age.
If you happen to have a teenage boy in the house (I have two!), you’re likely no stranger to the series of often hilarious “Epic Rap Battles of History.”
I’ve watched a few choice ones myself with my boys, and they’re typically quite witty, if perhaps a little blue for some tastes. But always fun!
So when a friend sent along this “Mountain Biker vs. Road Biker Rap Battle,” I couldn’t resist. If you’ve got three spare minutes, check it out for a laugh or two.
What a long, strange Tour de France it’s been this year.
I’m certainly not a Tour historian, but I have no memory of the top two riders ever crashing out within days of each other. And of a Tour losing its sprint king on the very first stage.
Heck, I think you’d be hard-pressed to find even a handful of crashes among Tour favorites in the past few decades. They typically are so well-protected by their teams that crashes are what happen to the riders somewhere back in the peloton, not to the race favorites.
So Vincenzo Nibali has ably stepped into the void and stamped his place among the elite riders today with a performance that may well have won this Tour even if Chris Froome and Alberto Contador had not crashed out.
His 4:30 lead heading into the last few days will certainly zap the drama from the penultimate stage’s long individual time trial, but the 29-year-old seems like a consummate, keep-your-head-down pro. And he’s good for the Tour, and for pro racing, calmly fielding questions about cycling’s dope-addled past.
“Unfortunately, those questions arise because we’re paying (for) the past years,” he said in a recent news conference. “I try to answer in the most correct way, like I already did at the Giro last year. I’m here to give the best answers I can, and clarify everything about myself. I’ve always been a flag-bearer of anti-doping.”
Nobody likes to see leading riders crash out of a grand tour, but it’s the crashes that have made this one memorable, along with the performances of those like Nibali who have stepped up claim their place at the front of the peloton.
Slowly but surely, we’re working to make available some of our best-selling titles in Kindle editions for those of you who use the popular reader. We will continue to work though our catalog, and as new titles go on sale we’ll work to get those up on Amazon as well. Because Kindle editions are sold exclusively through Amazon, and Amazon takes its cut, there is no Premium discount available on Kindle editions.
Here are the RBR titles currently available in Kindle editions:
I was reading an article about a recent stage of the Tour and it said that the pros' average speed for much of the way was 20.5 mph, "about what a fit amateur cyclist could average, but far short of the speeds Tour racers are capable of."
Well, 20.5 mph may be slow for a Tour stage but I would be thrilled to achieve that on even a short ride. I consider myself a "fit amateur cyclist," but I go at a consistent 17-18 mph average on both short and long rides. Am I a poser, woefully undertrained, or just plain slow? -- Steve
It isn't a good idea to compare yourself to Tour riders on the basis of speed or power. Those guys are the best cyclists on Earth!
However, looked at one way, you're nearly as fast as the pros were that day. While you're averaging 17-18 mph by yourself or with a few buddies, the Tour was moving just 3-4 mph faster with a pack of 180 riders. It's far easier to average 20.5 mph if you're protected in a big bunch.
Here's something really interesting when it comes to numbers: Power meter data shows that the winner of a pro race often has the lowest average wattage of all the riders. Why? Because he hides in the pack most of the race, protected by his teammates and good positioning. And he has the most time spent not pedaling for the same reason.
But that same rider wins because he produces the highest spike of power in the sprint or on the decisive climb.
So while we fit recreational riders can come close to the average wattage or speed of pros in races, our short-term power outputs are much less. When the crunch comes in a pro race, we'd get gapped instantly.
Coach Fred Matheny has decades of experience as a competitive racer and cycling coach. He is the author of 13 RBR eBooks and eArticles.
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By Jim Langley
How obtained: sample from company
RBR Sponsor: No
Tested: several city rides
Weight: 53 grams
It may seem like a strange segue, but publisher John Marsh’s column a couple weeks ago that described his getting shot by a pellet gun while riding made me think it was time to review the Safety Wing. It’s sold here in the USA, by Cantitoe Road. It says on the package that it’s made in Finland by a company called Herrmans, so it may be available elsewhere in Europe.
Rant: To blow off a little steam, something’s completely ack basswards with our legal system if a cyclist gets shot and nobody gives a hoot. Yet, if someone draws a bead on a car, it’s enough to bring the FBI in to find the jerk. Shooting at someone on the road should be prosecuted to the fullest extent of the law regardless of what type of vehicle the person is in, shouldn’t it? And a pellet could just as easily kill a cyclist as a bullet. Even if the shot wasn’t deadly, it could surely cause a rider to crash and get run over.
Back to the Safety Wing, it’s not like this EU-approved 13-inch-long (33cm) plastic arm with reflectors on the end (red rear and white front), is going to stop bullets. But it does seem to get drivers’ attention and get them to pass you more cautiously, too.
It also acts as kind of a friendly wave that might defuse some of the animosity certain drivers have toward riders. To see how it works on the road, watch the final 30 seconds of Cantitoe Road’s video. Notice how the passing cars swing wider than they likely would around a cyclist without a Safety Wing. This is what I’ve experienced, too.
You can attach the Safety Wing to a chainstay or seatstay with the included mount in only a few minutes. Different thickness rubber shims are included to adapt the mount to various tube diameters. The arm rotates inside the mount so that you can align the reflectors to be perpendicular and most visible.
When not in use, or for putting your bicycle in a car or storing it, the Wing folds back and flat against the bike (it locks in place, too, so it stays where you put it). It’s also made of a tough and flexible plastic so if you bend it or run it into something, it won’t break -- at least easily (I bent it into a U and it snapped back straight).
I’ve seen safety devices like this before, and they remind me of the little arms that popped out of the sides of some cars in the 1950s to signal turns, and the ones on old-time traffic lights that said Stop and Go. So, the Safety Wing isn’t a new idea.
Yet, because it’s so effective, nicely made and affordable, I consider it a great accessory for anyone riding in traffic.
Last week, I talked about touring to boost fitness. Today, I’ll continue this theme with some advice on how to plan and make the most of weekend getaways on the bike.
You don’t have to take a weeklong vacation to do a fitness-boosting tour. In fact, stage race training is as close as your front door. Simply ride hard on Friday evening after work, then do a mini-tour over the weekend, staying at a motel or B&B on Saturday night. Advantages include:
Adventure. You’ll see roads and towns out of range of your normal rides. Are there long climbs 50 miles away you’d like to try? How about that winding, riverside road that you’ve heard about? Anything within a radius of 75-100 miles is accessible if you plan an overnight stay.
Variety. Many riders grow tired of the same old roads for training and find it harder and harder to get out there. A weekend tour mentally refreshes you with new sights and challenges.
Motivation. It’s easier to ride long when there’s someplace you need to go. Rain or headwinds won’t stop you when you must get to the motel by dark or back home again on Sunday.
We often associate touring with large loads and unwieldy bike handling. But for an overnight motel ride in summer (depending on where you live), here’s all you need to carry:
The above stuff fits into a large seat bag and your jersey pockets, so you won’t need a rack and panniers. Or, you can opt for a lightweight rear rack (frame- or seatpost-mounted) and rack trunk. Your bike will handle—and climb—in nearly normal fashion.
TIP! When staying in motels, wash your cycling shorts and jersey in the room sink, using a few drops of the complimentary shampoo. Squeeze out the suds and rinse under the gushing flow of the bathtub faucet. Wring the clothes by hand, then roll them in a towel. Put a foot on one end and wind the other, twisting the towel tightly with both hands. This squeezes out most of the water, helping the clothes dry so they’ll be ready to wear the next morning. (An alternative is to “stomp” the clothes dry while they’re wrapped in the towel, like stomping grapes.)
Camping is less expensive and perhaps more fun, but most riders with fitness as a goal shudder at the thought of laboring on a bike laden with overnight gear. The solution is to adopt the approach used by “light-packing” backpackers:
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Today’s Quick Tip comes to us from Premium Member Eric Oshlo. He writes:
I live high in the Colorado Rockies where rainstorms are sudden and can drop the temperature 20-30 degrees. Thus, I often carry some rain or cold weather gear, even on nice days.
Several companies make storage bins designed to go in a spare bottle cage; however, virtually every one of those I've seen is limited in capacity and/or mouth opening.
I have a solution: I use an empty Lysol Wipes canister that is cheaper, easily replaceable and generally has both a wider mouth and larger capacity. Note, though, that some canisters from furniture and other types of wipes may be too large in diameter to fit in a bottle cage, particularly if the cage is a full circle rather than a split arm style.
It is amazing the amount of cold or rain gear I can stuff in this canister. The lid doesn't screw on, so I generally turn the canister upside down in my bottle cage to help hold the lid in place. See photo.
I'll tell you I was VERY happy I had this canister full of rain pants, shoe covers, and the like when we were hit with rain, sleet and then finally blowing snow when climbing Berthoud Pass on the first day of this year's Ride The Rockies!
Today's Question of the Week: Do You Ever Create Your Own Bike Products?
Answer at http://www.roadbikerider.com/question-of-week , where you can also find an archive of previous poll results.
We’d like to hear from our readers with any Quick Tips you might have. To contact me, just hit the reply button on any email from us, or use the Contact Us form on the website: http://www.roadbikerider.com/contact.
I had a heart attack and triple bypass 12 years ago. They said then my biking saved my life. I've kept track of all miles since then and just passed through 42k this summer. But I am on a beta blocker and that only allows you to exert yourself so far. Approaching 115 HR and I'm huffing and puffing and pulling back. How does that figure into training? I find I've reached a certain level of ability on the bike…and that's it! I'm not certain I should even think about pushing against the beta blocker too hard; it’s there for a reason. – John N.
Beta blockers will limit one's maximal heart rate, which in part is the intended effect.
Beta blockers are indicated for all people who have had a myocardial infarction (heart attack), because they reduce the risk of having another one. Therefore, John, it is clearly in your best interest to remain on your beta blocker.
With regard to your training goals, you can talk with your cardiologist about getting a specific exercise prescription. This will provide you specific information about what your maximal heart rate goal should be, how much time you can safely spend at that heart rate, etc.
Unless you are training for competitive events, it should not unduly limit your ability to be well trained.
Richard Ellin, MD, FACP, is a board-certified specialist in Internal Medicine who practices in Alpharetta, Georgia. He received his medical degree and completed residency at Emory University, and has been in practice with Kaiser Permanente for 29 years. He is also an avid cyclist.
Have a medical or health question related to cycling? Send it to us at: http://www.roadbikerider.com/health-matters-form
Coach John Hughes' Cycling Past 60, Part 2: For Recreation builds on the foundation of information for 60+ riders in Cycling Past 60, Part 1: For Health and uses the concept of “Athletic Maturity” to design more rigorous programs for more athletically mature riders. Part 2 builds on Part 1 and assumes that you have read it and taken the test to determine your Athletic Maturity. latest is for both health-focused and recreational cyclists who ride with more intensity. This 23-page eArticle includes the six different health maintenance objectives for different components of your physiology, eight basic (and four advanced) training principles, types of rides, cross-training and recovery tips.
It includes six different structured workout programs, three each for Endurance and Performance cyclists, based on levels of athletic maturity.
Our other new titles include:
Dynamic Conditioning Monthly – Part 3: Power Development, by Coach Dan Kehlenbach. It’s the 3rd installment in Kehlenbach’s 5-month series, with each building on the previous installment. Part 3 focuses on power building, particularly functional power.
Coach Harvey Newton’s new 132-page Strength Training for Cyclists Manual, which can be purchased on its own or as part of the entire Strength Training for Cyclists System (eManual, DVD and 28-page hard copy Quick Start Guide). This is the strength training resource for cyclists.
Coach David Ertl’s eArticle Keeping Off The Pounds – a Strategy for Maintaining Body Weight in the Cycling Off-Season was written to complement his best-selling eBook, Pedal Off The Pounds. It contains both nutrition and workout tips for managing your off-season weight.
Coach John Hughes’ eArticle Cycling Past 60, Part 1: For Health describes how your whole body ages and gives you six different health maintenance objectives for different components of your physiology, including comprehensive fitness programs that address these objectives.
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