My wife, Tara, and I are avid bicyclists.  We recently returned from a trip to Maui to celebrate our 10th wedding anniversary and renew our wedding vows on April 12, 2012.  While in Maui, we agreed to climb Mt Haleakala, a 10,000 foot volcano and cycling destination of many eager cyclists looking for an adventure.  We embraced this challenge as a celebration of our common interests and 10 years of being together.  We are from Jacksonville, FL.  We expected beaches, palm trees and warm weather.   We did not expect the weather to be so extreme in Hawaii.  However, in hindsight, having traveled and being an experienced cyclist, as well as a cycling coach, I should have known better. 

Description by Climbbybike.com:  Cyclists should be prepared for any type of weather enroute and as much as a 30 degree temperature change. The climb starts in the historic north shore town of Paia and winds its way upcountry through sugar cane and pineapple fields past the Paniolo town of Makawao and into the scenic pasture lands of Olinda. Ride along rolling fields and through Eucalyptus groves enroute to pine forests at the 6,500 tree line. Beyond the tree line is another 11 quad burning miles as the road traverses up the side of the dormant volcano Haleakala.

The Mt. Haleakala is situated in Hawaii . Starting from Paia Maui, the Mt. Haleakala ascent is 56.9 km long. Over this distance, you climb 2959 heightmeters or 10,000 feet. The average percentage is thus 5.3 % and the maximum is 12%.

**Rated 5^th Most Difficult Climb, climbbybike.com

On Tuesday, April 10, 2012 we set out on our adventure from Paia toward the summit of Mt. Haleakala, nearly 40 mile away.  The weather was less than desirable from the start.  It was very windy; the temperature was cool, by Hawaiian and Floridian standards, not Alaskan standards.  The mountain was engulfed in heavy clouds as you can see from the photo.  As we started to ascend to higher elevations, the temperature dropped and it began to rain. A few days earlier, on Easter Sunday, we witnesses the sunrise from Mt. Haleakala. The temperature that morning was 38 degrees (I can hear you laughing in Homer, Alaska!). We were not prepared for these weather conditions.

By 6,000 or 7,000 feet, I attempted to negotiate with my wife to depart from our original plan and return another day.  She was having no part of it and said, "Let’s just get it over with."    I acquiesced and pressed on  I was hoping to make it to the top, and then by some miracle of Mother Nature, return quickly to more favorable conditions.  What were we thinking?  Making it to the summit was a struggle and took us over 5 hours.  We did not realize that the adventure was just starting.  We quickly took some pictures and headed down the mountain.

Descending off the mountain was ridiculously cold because of the wind chill brought on by gravity and the speed on our bikes.    I already was shivering near the summit of Haleakala….going up.  The cold winds and driving rain hammered us as we cautiously navigated our way down Haleakala on the slick, wet road surface.  My fingers were numb and the cold winds felt hard against my face.  I was inadequately dressed for these conditions and had very little protection from the downhill winds.  My clothes were totally soaked with a combination of sweat and rain, which now was stinging my body.  My shivering became more violent as my body took control trying to maintain a normal core temperature and prevent further heat loss.  My concerns for my wife and myself escalated.  Our collective thought was, the quicker we get to the bottom, the warmer it will be.  Wrong!  The quicker we tried to get to the bottom, the colder we became. 

We never made it to the bottom.  The symptoms of violent shivering, confusion, and poor judgment becomes more apparent when moderate hypothermia sets in at a body temperature of 82-90 degrees.   Now, I was worried about one of us having an accident.  I finally stopped as the distance between my wife and I increased.   “Where is she?” I thought. She finally appeared out of the thick cloud from one of the many hairpin turns and pulled up aside of me.   I told her, “I’m in trouble.”  I asked her how she felt.  She replied, “I’m in trouble too.”  No more negotiating.  She was shivering and the color of her shin was an ashen grey.  Not a good color for her.  I tried to call 911 but we had no phone signal.  “Are you kidding me,” I thought.  Our only option at this point was to flag someone down, ask for help, and to get off the mountain ASAP.   That afternoon, there were not many cars on the mountain due to the weather conditions and time of day.  As we engaged in the international sign-of-distress and waved our arms over our head, the few cars that passed us showed little signs of mercy and had no intentions of stopping.  I work in the medical field and only envisioned a very bad conclusion to this day.  I was playing different scenarios out in my head.  Finally.....a car stopped. I was never so happy to see a Buick.   A couple from Homer, Alaska (population 5,364) stopped to help us.  They placed our bikes in the trunk of their rental car and offered us a ride back to our departure point, Paia, in spite of the fact that they had dinner plans with friends.  “Wow,” I thought, “are we lucky.”  They’re our Guardian Angels!  They turned up the heat in the car.  “Where’s Homer,” I asked, trying to be friendly and appear somewhat unaffected by the ordeal, but all I heard was, “blah, blah, blah.”  My thoughts were so blurred that I probably also missed them telling us that Homer, Alaska is the home of Tom Bodett, known for the "We'll leave the light on for you” Motel 6 advertisements.  The Bodett gesture must be the  stndard set on how to treat your fellow man and acting toward one another in Homer.  I was mindful enough to observe that they were selfless, caring and helpful.  After 20 minutes of shivering, being incoherent, and saying we’re sorry, Tara and I started to recover.   The couple from Homer were probably roasting in the front seat. The heater was running at full blast and the windows were up to keep us warm in the back seat. Condensation began to build on the inside of the windshield.   We made some small talk and I offer them compensation for their generosity but they told us to pay it forward with a kind deed to someone in need in the future.   I knew I was feeling better when I regained my sense of humor and blurted out, “Why is it so hot in here!”  That lightened things up. They wiped the sweat from their brow, rolled the windows down and turned the heat down a few clicks. 

I regret that I didn't have enough sense to get their name and address so we could contact them and offer our appreciation for all they did for us.  I do know that he is a XXXXXX and she works for XXXXXXX.  How many citizens from Homer were in Maui during the week of April 9, 2012 meet this profile?  I am writing this note to the citizens of Homer to:

1.  find the names of this couple and give them the deserved recognition they are entitled for their kind deeds.  Homer should be very proud to have citizens so willing to help perfect strangers in distress.
2.  obtain their names and address so we can properly thank them.

To the couple from Homer, Alaska, Tara and I would like to thank you for stopping.  You saved out butts  !!We really appreciate what you did for us that day.  We will never forget your thoughtfulness and generosity.  In addition, Tara would also like to return the sweatshirt you gave her.

Thank you with much gratitude.

John and Tara Josephs

Addition: 

I felt badly about my first experience on the volcano.  I didn’t want to leave Maui with a bad Mt. Haleakala story so I decided to climb it again 3 days later.  The weather was beautiful and it was a perfect day to be cycling.  Tara met me on top so I didn’t have to descend….. just in case.  I kept looking over my shoulder for the couple from Homer, Alaska to drive by in their Buick.  I imagined their conversation to go something like this….looking to his wife, he asked, “Hey, isn’t that the _ _ _ _ _ _ _ we picked up a few days ago?”

 Misssion Accomplished

Reply from City of Homer:

Hello,
With a little investigative work I was able to track down the good Samaritans that came to your rescue. They are XXXXX and XXXXX  XXXXXX.  It sounds like your wife and you went through quite an ordeal before you reached the safety of the XXXXXXXX's back seat. I am glad it all worked out.

Thank you, 


XXXXXXXXXXXXX                                                     

Reply

Hello John!

 You are most welcome!  Greg and I are SO glad you and Tara are ok!  We were really worried about you and your recovery.

 Thank you for the kind words!  It is funny how you found us!!  XXXX from the City called me yesterday about your email.  I work with several of the ladies there and they knew I was going on vacation.  When they started talking about your email, they put 2 and 2 together.  Homer is such a small town, you can’t get away with anything!!

 Glad you made it back to the mountain to leave with a good memory!  We had a fabulous trip, truly the best vacation ever and we were honored to be in the right spot when you needed a hand!

 If you ever make it to Alaska, be sure to come to Homer, just make sure you bring your warm clothes!!!

 Cheers!

These are all very legitimate questions.  So then, why should you purchase a power meter? Why not just get a pair of aerodynamic racing wheels.

Let me start by saying you do not need a power meter if:

·         Cycling is recreational.

·         You’re not a numbers person.

·         You’re not interested in racing or result.

·         You could care less about your watts, speed or heart rate.

If you enjoy the pure essence of the sport of cycling and it is more social and pleasure than physical, save your money and enjoy the ride.  There’s nothing wrong with that.  However, if you are a driven, goal-oriented person who wants to improve your overall results, you may want to seriously consider purchasing a power meter.  Training with a power meter will give you the biggest “bang for your buck” in results and elevate your training program to the next level.  The feedback of watts and power, both expressions of energy output on the bike, and what it means is invaluable information in the hands of the right person.  You are more likely to achieve your race goals by training—and racing—with a power meter than without.   You will be able to define your strengths and weaknesses. Training with a power meter is the most effective tool you can get to go faster and be stronger on a bike.  If you had valuable power information on the people you were racing against, it would give you great insight into their specific abilities and allow you to properly strategize.

Heart Rate Monitor

Other devices, such as a heart rate (HR) monitors, are basic intensity-measuring devices and have serious limitations.  HR is a response to your effort and is not real-time information. Certain types of training require real-time information.  A power meter gives immediate feedback to pedal force and cadence.  There is no delay.  HR may lag behind effort by as much as 30 seconds.  In addition, heart rate is influenced by many variables including temperature and humidity, hydration, stress, sleep and other factors not related to performance. Power is not. Power is power!  Monitoring heart rate is very useful in situations when concerns about hydration status are necessary.  The subtle “HR drift” is valuable feedback because it indicates the need for an increase in fluid intake.  The use of a HR monitoring while performing interval training is of little value because the interval might be over while HR is still increasing.  Training is not just about the HR.  It is about muscles and energy systems and a power meter allows us to make the most of these factors.

Perceived Exertion

I rely more on my “perceived exertion” than HR as an intensity monitoring method. It’s crude, yet effective.  In addition, training with a power meter has made me more sensitive and aware of my exertion.  I have an “inner awareness” of how hard I am working, an acuity that has been developed over many years of training with power.

Strengths and Weaknesses

Training with a power meter is a very effective training tool if used correctly.  Testing and retesting is an important component of power meter training.  The training plan begins with a power test to measure an individual’s various physiologic parameters and energy systems.  From the test results, a cyclist’s training zones can be established, as well as, drawing attention to their strengths and weaknesses.  In the past, we had to rely on subjective information to identify strengths and weaknesses and many times we were wrong.  Now with the objective data derived from a power meter, there is no more guessing.  Weaknesses are exposed.  Training plans can now be improved.  They can be individualized and specific to the training weakness and goals of the individual.  Most people concentrate on training their strengths and ignoring their weaknesses.  It’s easier and it’s more fun doing what we are good at.  Training our weaknesses is one method to optimize this training tool and to make us a better cyclist.  Follow up testing is a great way to measure fitness and progress.  Improvements in power will necessitate restructuring the training zones to keep training intensity relevant and to see where we need additional work. 

Training and Racing

Endurance athletes are defined by their “engine.”  This term usually describes their cardiovascular system and various energy systems.  How can they improve and make the “engine” bigger and better?  One way is to following the basic training principles.  Another is to develop their own training plan or to hire a certified cycling coach.  A coach should be certified, preferably by USA Cycling, and be knowledgeable in training with a power meter. Training principles, as mentioned earlier, should be specific and individualized.  In addition, training needs to be progressive, that is, increasing the training stimulus as you allow the body to adapt with a well-balanced blend of rest, recovery, and nutrition.  Power meters remove most of the guesswork that goes into training.  The power defined training zones get the intensity correct with no guesswork. After each workout, download training information and use the software to analyze the data.  Over time, the accumulation of power data improves the value of the training experience.  You can track fitness and at the same time, you are monitoring fatigue and form to coordinate the ideal training plan. 

A power meter can be used as a great pacing tool.  It will give notice if you are racing too hard or too easy.  Having this real-time information is like having a coach riding along with you.  The power meter information can prevent impending fatigue and is a great cue to slow done or speed up.  Post-race data can be some of the best information to capture.  With experience, you will be able scrutinize racing efforts and specifically dissect certain elements of the race.  Weaknesses can be exposed and adjustments can be made to training. 

Conclusion:  With Knowledge Is Power

Each year I see more cyclists using a power meter.  I also see more cyclists not utilizing the power meter to their fullest potential.  They use the power meter as an odometer with watts.  The information is nothing more than a number to them.  They ride with it but fail to train with it, a critical waste in money and technology.  Additionally, purchasing a pair of aero wheel is similar to wasting resources if you ignore other aspects of training.  Losing weight might be a better option.  Cyclists would be far better off in investing in a power meter to improve training and fitness first, then invest in the fast wheels.  This would be the ideal progression. 

It may be very intimidation in the beginning but it is possible to learn how to train with power.  In order to change, you must be willing to change and this means stepping out of your comfort zone.  You’ll be training and racing with a power meter before you know it.  If you want to invest in yourself and be a better cyclist,  I recommend you start training with a power meter and actualizing your potential as a cyclist.  Good luck. 

John Josephs, MS, CSCS is a certified USA Cyclist Level 1 Coach and a USA Cycling Power Certified Coach.  He is the owner of KONA Human Performance in Jacksonville, FL.

On July 9th, 2011, client Ernest Hale and I completed the 120 mile, Triple Bypass from Evergreen-to-Avon, Colorado.  I usually chronicle my adventures and go on and on about the ride and the challenges encountered along the way, etc., etc.  But what really made an impression on me about this ride was Ernest’s commitment.  I remind you again, the ride was very tough.  It was a long day in the saddle and the as the day wore on and the mile accumulated, the climbing began to get very difficult.  By the time I finished, I was extremely tired.  I couldn't help but think about Ernest all day and how he was doing with the mileage, elevation, and the altitude (8,000 -12,000 feet).  Later that evening, I finally heard from Ernest and one of the great pleasures of a coach is to hear in the voice of someone you gave a little advice to from time-to-time be so excited about accomplishing their goal.  My help was minuscule compared to the the months of    hard training, preparation and determination Ernest put into this challenge.  He was so excited that he finished and I was so proud to experience his exuberance.  Congratulations Ernest!

The Triple Bypass Ride began in 1988. “The demand for the traditional Triple Bypass Ride continues to grow as it provides cyclists with an unparalleled challenge,” said Jenny Anderson, Co-Ride Director of theTripleBypass Ride.  Riders from across the country will attempt 120-240 miles over three of Colorado’s highest paved passes: Squaw (11,140 feet), Loveland (11,990 feet) and Vail (10,560 feet). Riders will begin in Evergreen heading west to Avon on Saturday and return East from Avon to Evergreen on Sunday.  Not only does this ride offer up awe-inspiring views of the Colorado Rockies and the Continental Divide but it gives back to charities and communities along the route. 

In my opinion, the 2011 edition of the Tour de France was the most exciting in years.  The 86 hours, 22 minutes and 22 seconds it took Cadel Evans to win the race  is roughly the amount of time I spent on the couch watching the race.  This year’s race made me think of past TdF races and all the speculation and negative publicity regarding doping and the sport of cycling. However, the 2011 version might have been the cleanest in nearly two decades.  In reviewing the post-stage data, times were slower and power was back to its predicted normal human physiologic performance levels.  It is estimated that to be a Tour de France rider, cyclist in the peloton must be able to sustain power in the range of 5.4-5.7w/kg for 30 minutes or greater.  The leaders in the Tour often are able to generate 5.9-6.1w/kg.  In past TdF, mainly due to use of EPO and the illegal practice of blood doping, that window has been expanded to superhuman feats of greater than 6.4w/kg. Lance Armstrong once banged out an astounding 6.7w/kg on Alpe d'Huez. 

Another noticeable change in the TdF is the French cyclists are back.  For nearly 15 years, the strict French anti-doping agency, because of their stringent testing, held back the majority of their cyclist from participating in the drug culture that surrounded professional cycling.  As a result, the French disappeared from the race.  Now, the playing field has been leveled.  No longer are certain riders able to consistently dominating the race.  No longer do riders go off the front on mountain stages with incredible surges of power.  When riders attack, the peloton usually and patiently reals them back in or cuts into their advantage.  

All the above examples of the "new Tour de France" is directly related to the Biological Passport Program implemented in 2008 to clean up the sport of cycling. Also referred to as the Athlete's Passport Program, this test establishes a baseline pattern for various hematology parameters.  Any change in the athlete's blood blueprint is flagged as a possible use of EPO and/or blood doping.

I like the newer version of the Tour de France, the best cycling event in the world and the Biological Passport Program.  I think Cadel Evans is a worthy champion.  I look forward to the new generation of cyclist, a clean sport, a new couch, and many more exciting TdF to come.

See the list of doping cases in cycling.   

Our beautiful sport can occasionally give rise to ugly sores, festering boils, and assorted creepy-crawlies. Here’s how to avoid a horror show. —Ron S. Doyle

Corneal Abrasion

Gravel (or was it a bug?) hurtled toward your face and snuck underneath your eyelid, scratching your cornea—the clear, protective covering on your eye.

Get Rid of It: Listen to your mother: Don't rub your eye. If blinking doesn't work out the debris, flush your eye with clean water or saline solution to prevent further damage. Most minor abrasions will heal without special treatment within a few days. During this time, don't wear contact lenses. More severe eye injuries may require antibiotic drops and a menacing-looking patch from your doctor.

Don't Let It Happen Again: Wear protective eyewear to keep out debris. Next time, immediately flush the eye and, again, listen to your mother.

Saddle Sores

Your saddle, shorts, and dried salt crystals from sweat can work together like a belt sander on your butt while you pedal. Saddle sores first appear as a mild skin irritation, but progress to inflamed hair follicles. Left untreated, they can mutate into infected boils and oozing abscesses.

Get Rid of It: Take a few days off the bike and keep the affected area clean and dry. Diaper-rash and antibiotic creams can soothe the pain and speed up healing. Infected sores require a trip to the doctor and prescription antibiotics, says Gloria Cohen, MD, former physician for the Canadian national and Olympic cycling teams.

Don't Let It Happen Again: Adjust your saddle height to reduce chafing and side to- side hip rocking. Invest in shorts with a seamless chamois, wash them between rides, and get a lube job. There's no shortage of chamois creams.

Infected Road Rash

After that incident involving your shoulder and the road's shoulder, you applied Neosporin for one day, then stopped treating the wound. Unfortunately, it's now a red-hot mess. Literally.

Get Rid of It: If you remain vigilant, most road rash can be treated with triple antibiotic ointments. If the road rash feels like a deep bruise, the area is stiff or hard, red streaks radiate from the abrasion, or you have a fever or nausea, get to a doctor right away. Cohen says these symptoms may be signs of compartment syndrome, which can cause long-term muscle and nerve damage, or cellulitis (spreading infection).

Don't Let It Happen Again: Use sterile tweezers or gauze to remove dirt and rocks and sterile water to flush abrasions. Apply antibiotic ointment and bandage the area lightly with a nonstick dressing such as Telfa. Keep the area bandaged for five to six days. Be consistent with ointments: three times per day—or until a dry scab appears, says Cohen.

Ingrown Hair

The sharp tips of freshly shaved (or improperly waxed) hair can twist and grow back into your skin, especially if you have curly hair.

Get Rid of It: A warm, wet compress will help soften skin, allowing the hair to grow out. Use tweezers or slip a needle under each hair to gently pull it free. Witch hazel or hydrocortisone cream will help reduce inflammation.

Don't Let It Happen Again: Lady-razor ads model bad shaving behavior. Shave down, not up, going with the grain rather than against it. Soak in hot water and exfoliate your skin before shaving. If you believe extra-smooth skin can trim even more seconds off your time, make a second pass with the razor going left to right, across the grain.

Black Mold

That slime in your water bottle or hydration-pack mouthpiece is likely just pesky (and usually harmless) blue-green algae, but it could be harmful bacteria or fungi, such as stachybotrys chartarum, a.k.a. black mold, which can cause chronic fatigue, headaches, or worse.

Get Rid of It: Use a bottle brush or wire tube brush to dislodge the gunk. Then soak the bottle in a 1:10 bleach solution for 10 minutes, says Jon Stabile, owner and chief mechanic of Boulder Bikesmith in Boulder, Colorado. A second soak in water with baking soda should help undo the funky taste.

Don't Let It Happen Again: Make a habit of finishing your water by the end of each ride. Then use dish soap and warm water to keep the creepy crawlies at bay.

Chondromalacia

The repetitive motion of pedaling can irritate—and when left untreated, erode or shred—the cartilage underneath your kneecap, says Cohen.

Get Rid of It: Limit your activity, stretch out your legs (extended periods of bent-knee sitting can cause pain), and use ice and anti-inflammatory medicines such as ibuprofen to reduce swelling and pain. When you do get back on the bike, stick to the flats, and spin higher cadences and easier gears than usual until fully healed.

Don't Let It Happen Again: Cohen says muscle imbalances that pull the kneecap out of proper alignment are the most common cause of chondromalacia. She suggests strength training for your quads and hamstrings: Simple leg extensions in the gym, limiting your range of motion between 30 and 60 degrees, should do the trick. Cleat-position adjustments, a raised saddle, and shorter cranks may help alleviate lateral knee movement, another common contributing factor.

***Source:  Bicycling    http://www.bicycling.com/node/58848?parent=58436

" Embrace the wind and flow with it...Mother Nature is a worthy adversary but persist and persevere and she relents in time."   George Vargas, 1st finisher, DV Double Century, 2011

"The first 60 miles took me 7 hours!"

An experienced cyclist  might read my first statement and think, "what's up with that?"  They might speculate that I'm a novice, out-of-shape cyclist and rode a behemoth, fat-tire, steel-framed mountain bike.  Without any additional information this might have been my initial opinion as well. However, to the contrary, I've been riding a bike for over 30 years and showed up with my slick, carbon fiber Pinnerelo F4-13 equipped with Campy Record components and Zipp 303 aero wheels.  I was fit for the task at hand even though I had the flu for 2 weeks prior to the event.  I was at my lightest weight in several years.  Death Valley was my goal that kept me off the couch and on the bike during the winter.  I was ready for the day, but I did not expect this kind of day.

I turned to endurance cycling following my total knee replacement in 2008. It's in my nature to be competitive, so I needed another outlet to fulfill my competitory needs.  I found out about AdventureCORPS and the Death Valley Double Century series by searching online for cycling endurance events.  I was intrigued by cycling in Death Valley, aka "Mother Nature's Greatest Sports Arena."   I never rode 200 miles and just wanted to finish.  I completed the DV Fall edition in 2009 in a conservative 16 hours and 30 minutes and felt great at the end.   I enjoyed my experience and wanted to come back and do the spring edition, southern route.  I planned on being more aggressive and improving my 2009 time.  I thought knocking 2 hours off my previous time was attainable. My goal was to break 14 hours for the double century.

My ride was almost over before it even started.  I flew in from Florida and had my bike partially disassembled in a bike case.  When I was reassembling my bike on Friday evening, I noticed I lost the small cylinder nut on my seat clamp and couldn't tighten my seat post. Great!  I went to the the bike shop at Furnace Creek, but trying to replace this obscure part would be almost impossible unless I found another Italian seat clamp.  Panic began to set in.  Next stop, I interrupted the race volunteers assembled in room 516 at the Furnace Creek Ranch, as they organizied race packets for the evening's distribution.  One of the volunteers jumped into action and unselfishly responded to my dilemma.   In the back of his van, he had several boxes of assorted bicycle parts.  We sorted through and found a bag with seat clamp, mostly Cannondale, and Trek stuff.  But, then I saw an Italian Bianchi seat clamp with a similar bolt and cylinder nut configuration.  Whew! That was very close. Thanks Fuzzy.

I woke up early on Saturday morning with anticipation of the day's ride.  The first thing I did was to check the weather.  I opened the door to my room and it was extremely windy and cold.  Not what I had hoped for but let's see what happens.  I started in the second wave of riders that departed Furnace Creek at 6:20. As I looked around at all the cyclists, little did I know that almost 70% of them would not finish today's ride.  We were told at the start that in addition to the high winds, we might encounter snow in the higher elevations.  If it snowed, they would turn us around and we would have to do loops to accumulate the necessary miles.  

The first 1/2 mile is a subtle climb out of Furnace Creek, then a quick right-hand turn heading south toward Badwater, the lowest point in North America, with an elevation of 282 ft below sea level. The winds whipped everyone around.  There was a lot of slowing and surging going on which proved to be a dangerous situation.  I sat in the middle of the pack and just took it all in.  I thought to myself, "well, here you are.... back in Death Valley."  Suddenly, at mile 2,  a gust of wind pushed a rider back into me and my front wheel touched his back wheel.  I have always wondered what the dynamics were when wheels touched in this manner. I saw it happen before, but never experienced it.  I now have first-hand experience.  My front wheel veered sharply to the left.  A girl behind me screamed, "Ahhhhhh," and I thought I was going to take other riders with me to the ground.  I came as close to going down as possible without actually going down but somehow saved myself.  My recovery got me a "great save man!"  from another rider.

The first 50 miles had incredible strong and persistant 20-30 mph headwinds  with frequent gust of 40+ mph winds.  The temperature was in the 40's.   Riders were in groups to shield themselves from the swirling winds, but still, it was very difficult to ride.  The pelotons began to break up and slowly riders where kicked off the back.  Most riders eventually would be forced to abandon the support of others for a day of solitary riding.   Eventually, it was my turn. 

 I had to find my own pace and seek my comfort zone.  I ride alone and I ride in the wind a lot to prepare myself for these types of conditions.  I always tell my clients to embrace the wind.  I thought I was in my element.  "It's all about pace," I said to myself.  My power meter provided me with valuable information.  Just stay within your appropriate power zone and you'll be alright.  After 50 miles, I struggled to maintain 10-12 mph. At  Ashford Mills, the second rest stop, the road turned towards the east.  I stopped briefly to replenish my fluids and take in some nutrition.  I began to overhear discussions amongst the riders about the plausibility of completing the double century.  That planted the seed of doubt in many of the rider's mind.  I thought once I turned around, I would be alright.

As I left the rest stop at Ashford Mills and began the first of my 2 big climb of the day, I still entertained the thought of completing the double century.  The climb was very long with more cross and headwinds to endure.  I started at 8-9 mph and eventually slowed to 5-6 mph with an occasional 4 mph. That's very close to "tipping-over" speed.  I haven't experienced winds like this since the 1998 Hawaii Ironman.  The steady crosswinds would pitch you at an angle to the road and the occasional gust would move you laterally.  

I eventually made it to the summit of Salsberry Pass, elevation 3315 feet.  That's when the reality of the day set in.  I paused for a brief rest and straddled my bike.  Another rider was close by and I asked him what time it was.  He said, "1:30."   I thought to myself, "1:30...... I just rode 60 miles in 7 hours.....that's rediculous."  I knew then that completing the double century would be impossible. I finally resigned myself to doing the 150 mile version.  A downgrade, but still a formidable task.  I started the big descent and still had to deal with the winds.  The heavy layers of clouds began to roll in and block the warmth from the sun.  The temperature dropped some more.  "Please don't rain," I said.   I got a chill from the accumilated wetness of my sweat  from the long climb.  I zipped up my 3 layers of clothing and cover my face to protect myself from the wind and dropping temperature.   I shifted into a bigger gear and kept the pedals spinning to keep my legs moving and my body warm.  I labored to maintain 25 mph.  I should have been going 35-40 mph.  I mused, "give me a break, enough already with this headwind." I couldn't wait to turn around and finally have a tailwind. I began to question myself and really had the urge to quit. This was one of the many low points I would encounter during the day. I felt once I got a tailwind, I would feel better and makeup the time I was losing due to the strong headwinds.  

At the turn around in Shoshone, 75 miles into the ride, I was whipped.  I rested for awhile and sat in a chair just to relax, recover, and get myself together.  I must have been there 10-15minutes.  I was in no hurry to get back on my bike but I forced myself to get going again. As I departed Shoshone, there was a brief tailwind.  Alright!  This is what I've been waiting for.   I turned west onto Route 178 and headed back to Salsberry Pass.  There were more winds, but they were not as bad.  With the last big climb ahead, I kept reassuring myself, "keep the pedals moving, one pedal stoke at a time, and time will take care of the distance."  I couldn't wait to finally get to the top and start my final descent back into Death Valley. I'll be flying by then.  I know there's more tailwinds up ahead. On the descent, I noticed something very strange.  The spring flowers and shrubs on the side of the rode were bending from the wind in the wrong direction. I thought to myself, "NO, it can't be, the winds have shifted?"  I must be hallucinating!  I finally reached Ashford Mill and turned north onto the valley basin and my worst fears were confirmed.  YES, the winds had changed direction. Now they were coming out of the north. Fifty more miles of strong headwinds.  I struggled and made a strong effort to hold 10 mph.  I was cracking. This was the lowest part of the day for me.  The visions of endless roads were disheartening. They seemed to go on forever.  Many riders were abondoning the ride. Vans would pass me loaded with bikes and dejected riders whose goals were crushed by Mother Nature.  I was so close to retiring for the day but the former Marine voice inside my head kept over-ruling my negative self-talk, "Quitting is not an option!"  the voice kept dictating.  Quiting was just an unrelenting contemplation I had to contend with. Ride On!

I tried to ride with a group of  8-10 riders riders. coming out of Ashford Mills  but I got dropped at 12 mph.  I couldn't hang on. There semed to be no advantage riding in a group. It took me out of my zone and the pace was too fast.  My fatique was escalating and if I didn't slow down, it was about to get ugly. The winds were so strong and they were coming in all directions.  I had so many negative thoughts going through my head.  I imagined myself passing out on the side of the road.  I had to force myself to keep up with my nutrition. Being a coach, I knew this was the key for survival. I began to develop an aversion to the taste of Hammer Nutrition's Perpetuem. It was so hard to get down.  "Just drink it," I said to myself. I use it all the time on my long endurance rides.  "It's great stuff, you need the calories'" I said.  I also  fumbled around in my bike jacket pockets for my Endurolyte and Anti-Fatigue capsules.  It's a great combination and it really works for me.  I've been using these 3 products for years and it never fails me.  To complicate matters, dusk was approaching and I didn't have a headlight on my bike.  My lights were in my "drop bag" in Badwater.  There was no way I could get there before sunset. I watched as the sun began to set behind Telescope Peak in the west to my left.  It was getting dark fast and I was worried about getting stranded.  Fortunately, someone had the foresight to deliver the lights before it got too dark to the riders left on the course. When I received my light, I was so exhausted, it took me what seemed like 10-15 minutes to put the light on my bike.  I fumbled and lacked mental clarity to complete a simple task that usually takes me 1-2 minutes.  A SAG vehicle pulled next to me and asked me if I was OK.  Thanks, I was hoping for some assistance.  I told the driver my predicament and he told me to get off the road and to move more onto the shoulder.  Thanks, dude!  #$%&$#@!!!!!! 

My secondary goal now was  to complete the Ultra Century 150 mile version and just cross the finish line in Furnace Creek.  It was the ultimate struggle. There were now mile markers on the side of the road and I counted them down, 35, 34, 33, 32.....  It seemed like it took forever between the markers.   Darkness set in as I got closer to Badwater and the salt-covered basin of Death Valley appeared to glow in the dark from the reflection of the bright stars above.  Finally, at mile marker 17, I reached the last rest stop in Badwater.  I had my first taste of real food for the day, a Subway turkey sandwich and a Coca-Cola.  I never drink Coke when I ride but it tasted so good dispite any potential GI distress it might cause.  I rested and savored each bite and sip. Only 17 miles to go.  Barring any unforeseen incident, I was going to make it!  I left Badwater and headed for Furnace Creek.  I shifted into my large chain ring an gave it everything I had.  My speed increase and I felt invigortated. Something kicked in.  I was experiencing "the horse smelling the barn" syndrome.  More mile markers to count,  9, 8, 7, 6, 5. Stand up, sit down.  Finally, 5 miles out, I caught a glimpse of the lights in Furnace Creek.  The finish line was in sight.  

I finished around 9:10 pm.  I was totally exhausted, yet exhilarated from my accomplishment.  I always tell my clients when I try to relate pain and exhaustion from physical effort, "it's like banging your head against a wall, it feels good when you stop."  It felt really good!  At the finish line, I had to ask Chris how today's ride compared to other race days?  His  response was, "worst day ever!"  I then asked him for a ride back to my hotel up on the hill.  

The highlight of the day was actually the night.  It was a celestial sensation.  The stars were incredible. I would try to ride and catch a peek of the evening light show that was going on overhead.  I would glance cautiously to the sky by looking over my left shoulder and try not to crash.  I remember seeing these 3 brightly, aligned, stars and later learned that it was the Belt of Orion.  I would also mentally occupy myself by placing my hand over my headlight.  The sky would light up like I was flipping on a light switch. I have never seen anything like it before.  It was amazing!"

Data from my power meter:

Total Time: 14:38:44     Work

On July 9th, 2011, client Ernest Hale and I completed the 120 mile, Triple Bypass from Evergreen-to-Avon, Colorado.  I usually chronicle my adventures and go on and on about the ride and the challenges encountered along the way, etc., etc.  But what really made an impression on me about this ride was Ernest’s commitment.  I remind you again, the ride was very tough.  It was a long day in the saddle and the as the day wore on and the mile accumulated, the climbing began to get very difficult.  By the time I finished, I was extremely tired.  I couldn't help but think about Ernest all day and how he was doing with the mileage, elevation, and the altitude (see chart below).  Later that evening, I finally heard from Ernest and one of the great pleasures of a coach is to hear, in the voice of someone you gave a little advice to from time-to-time, be so excited about accomplishing their goal.  My help was minuscule compared to the the months of hard training, preparation and determination Ernest put into this challenge.  He was so excited that he finished and I was so proud to experience his exuberance.  Congratulations Ernest!

The Triple Bypass Ride began in 1988. “The demand for the traditional Triple Bypass Ride continues to grow as it provides cyclists with an unparalleled challenge,” said Jenny Anderson, Co-Ride Director of the Triple Bypass Ride.  Riders from across the country will attempt 120-240 miles over three of Colorado’s highest paved passes: Squaw (11,140 feet), Loveland (11,990 feet) and Vail (10,560 feet). Riders will begin in Evergreen heading west to Avon on Saturday and return East from Avon to Evergreen on Sunday.  Not only does this ride offer up awe-inspiring views of the Colorado Rockies and the Continental Divide but it gives back to charities and communities along the route. 

Course Profile...... click here.

In my opinion, the 2011 edition of the Tour de France was the most exciting in years.  The 86 hours, 22 minutes and 22 seconds it took Cadel Evans to win the race  is roughly the amount of time I spent on the couch watching the race.  This year’s race made me think of past TdF races and all the speculation and negative publicity regarding doping and the sport of cycling. However, the 2011 version might have been the cleanest in nearly two decades.  In reviewing the post-stage data, times were slower and power was back to its predicted normal human physiologic performance levels.  It is estimated that to be a Tour de France rider, cyclist in the peloton must be able to sustain power in the range of 5.4-5.7w/kg for 30 minutes or greater.  The leaders in the Tour often are able to generate 5.9-6.1w/kg.  In past TdF, mainly due to use of EPO and the illegal practice of blood doping, that window has been expanded to superhuman feats of greater than 6.4w/kg. Lance Armstrong once banged out an astounding 6.7w/kg on Alpe d'Huez. 

Another noticeable change in the TdF is the French cyclists are back.  For nearly 15 years, the strict French anti-doping agency, because of their stringent testing, held back the majority of their cyclist from participating in the drug culture that surrounded professional cycling.  As a result, the French disappeared from the race. Now, the playing field has been leveled.  No longer are certain riders able to consistently dominating the race.  No longer do riders go off the front on mountain stages with incredible surges of power.  When riders attack, the peloton usually and patiently reals them back in or cuts into their advantage.  

All the above examples of the "new Tour de France" is directly related to the Biological Passport Program implemented in 2008 to clean up the sport of cycling. Also referred to as the Athlete's Passport Program, this test establishes a baseline pattern for various hematology parameters.  Any change in the athlete's blood blueprint is flagged as a possible use of EPO and/or blood doping.

I like the newer version of the Tour de France, the best cycling event in the world and the Biological Passport Program.  I think Cadel Evans is a worthy champion.  I look forward to the new generation of cyclist, a clean sport, a new couch, and many more exciting TdF to come.

See the list of doping cases in cycling.