Cycling uphill

Pyramid intervals cycling

November 22, 2015January 27, 2015 by tejvan

‘The interval method from hell’ – that is how Stuart Dangerfield described a particular set of pyramid interval training sessions, designed by Gordon Wright. However, although very intense, it helped Stuart Dangerfield to a string of successes at domestic short distance time trialling. His achievements included lowering the competition record for 10 mile TT to 18.19, plus several national championships from 5 hill climb championship to the 10 mile and 25 mile TT champs.

The aim of this pyramid interval session is to train all three muscle types from the fast twitch to the slow twitch. The pyramid interval session I read in a paper by Gordon Wright involved:

Phase 1

8-10 flat out sprints for 15 sec. At least 3 mins recovery between each.
At least 10 mins easy recovery

Phase 2

Between 6-10 flat out 1 minute intervals. 5-6 mins of recovery between each.
15 mins easy recovery

Phase 3

3-4 2.5 mile endurance intervals (around 5 mins) at 10 mile TT pace or higher if poss.
15 mins recovery ride home

Additional notes

All intervals must be done at highest possible intensity – treat each like a mini time trial
All intervals should be done whilst maintaining a high cadence 120rpm for sprints 100 + rpm for longer intervals
Stay well-hydrated and use energy drink.
The whole session will take 2.5 to 3 hours.
The idea is to go fast. Ride with wind behind on endurance intervals – get used to riding at race pace.
Obviously, this high level of intensity training requires a very good base of fitness to start off with. An untrained athlete trying to do this would probably do more harm than good.

Science of Interval session

Gordon Wright said he based his intervals on work by Malcolm Firth during the 1970s. However, the traditional pyramid is to start off with long intervals and work down to shorter ones. Gordon tried reversing the pyramid, so you start off with short intervals and move onto longer efforts.

In the 15 second sprints, you recruit the Fast twitch type 11b – these fibres can generate a lot of power, but are quick to fatigue.
In the 1 minute intervals, you recruit the fast twitch type 11a – these generate a lot of power and have some resistance to fatigue
In the 5 minute endurance interval you recruit the slow twitch – these have a lower power generation, but are highly resistant to fatigue

By having good recovery time between intervals, the aim is to be fresher and do the intervals with less acidosis in the blood (e.g. lactic acid). This enables higher efforts and puts less strain on muscles from working in a more acidic environment.

By working different groups, you enable more training effort in a particular session.

Empirical evidence suggests that these fast twitch muscle fibres are used during short distance endurance events. Stuart reported a swelling of thighs when making the effort (akin to the pumping iron effect).

My experience of Pyramid intervals

I’ve looked at pyramid intervals before. But, never really fully completed a set, and only done it as a one-off. But, a chance meeting with Gordon Wright at a recent 10 mile TT, made me think (we didn’t actually discuss interval training). I printed off an old paper and decided to have a go. I’m well trained and fit, but, I thought as it was my first one, I’d do a conservative number of repetitions and concentrate on maximum effort. I did:

6 *15 sec sprint
6*1 minute intervals up a hill (Clare hill near Watlington)
6* 5 minute intervals up Aston Hill (A40)

The whole ride was 105 km, 3.40 hours, average speed 29.4, 1,000 metres of climbing. I sometimes took longer recovery than stipulated.

After a 15 minute warm up, I started the sprints. I’m unused to sprinting, and they felt relatively feeble. I’m only riding on feel, but I don’t think I would have been breaking any power meter records. It was also hard work to maintain discipline of maintaining high cadence. Instinctively, I tend to want to mash a big gear when doing any kind of sprint.

At the end of this 6*15 second sprint, I was still pretty fresh. There wasn’t much accumulated fatigue. I wouldn’t say it was easy, but it’s only 90 seconds of work. I found it hard sprinting on time trial bike and getting up to max effort.

Then I moved on to the one minute intervals, I chose a shortish hill. Rather than do one minute, it’s better to have a physical distance to aim at. The first interval was 55 seconds, the sixth was 61 second. You can time yourself and see how you are fatiguing. The end of the interval on Clare hill even has a white line, used as a prime in a local road race circuit. This makes it nearly ideal, though at the end it gets steeper, requiring a gear change to keep high cadence.

After the 4th interval of going up Clare hill, I couldn’t believe who I saw slowly cycling up the hill – Gordon Wright – resplendent in his High Wycombe CC cycling top! That was quite a co-incidence. I did one more interval and then waited at the top to have a short chat to Gordon. It was too much of a co-incidence not to share the fact I was doing the interval session inspired by him. Perhaps if I had seen him on the last endurance hill, I wouldn’t have been so grateful for his interval session! Gordon was doing a long ride in preparation for his first 50 mile TT in 20 years. After a good excuse for a extra long recovery, I went back down hill for the last 2 one minute intervals.

The sixth one minute interval was particularly hard, and the time started to drop off. Again, it required a discipline to keep high cadence and make big effort.

The biggest challenge in these interval sessions, is to keep motivation to really do all out time trial efforts. It’s easy to back off slightly and not go as fast as you can. The funny thing is that when I saw Gordon Wright on the hill, that interval was really hard and fast. Having someone on the hill to show off to, gives you an added motivation for an extra second. But, when no-one is watching it can be easier to subtly back off.

After phase two, I was starting to feel the accumulated effort in the legs, but it was time to cycle off to Aston Hill for phase three. I chose Aston Hill because I knew he physical distance and often timed my efforts up there for many season. My best up the hill is 4.52 – that is at full hill climb pace and obviously when fresh, so I would be able to have a rough estimate of how I was doing compared to my maximum effort.

The first interval was hard but, I did 5.25, which isn’t too far off my pb. The second and third were reasonable times. By the fourth interval, my time was down to 6.00 and it felt well below 10 mile TT effort. But, that brought an end to the interval session. I could have done more, but the quality would have really started to drop off. I thought that was a pretty good start for these interval sessions.

An interesting thing about doing the five minute endurance intervals at the end, is you feel the ‘spark’ the ‘anearobic’ capacity has been exhausted by the earlier shorter efforts. In that regard you are really relying on and training the aerobic capacity.

The other thing is that maintaining a high cadence, you really feel extends your capacity to do high intensity intervals. The temptation is to push a big gear, but then your muscles get tired. Training in high cadence, hopefully enables a more sustained power capacity – it puts more effort on heart and blood supply than relying on muscles.

I had a 17 mile ride home, which I took very steady in a high cadence.

The day after, Gordon recommends an hour recovery ride at the most. But, to be honest, you don’t really need to be told that. My legs haven’t felt this tired since doing the Buxton Mountain time trial and then riding over to Peaslows hill.

I enjoyed the experience. My legs felt more fatigued than usual. The problem is that it will now be mainly recovery rides before National 50 mile TT on Sunday.

Measuring Intervals with Heart Rate / Power Meter

For very short intervals, using a heart rate is a poor guide to your effort levels. It can be a guide to how you are doing, but bear in mind there will be a time delay and your heart rate can vary due to other factors.

A power meter is the best way measuring performance. Some like power meters because it gives them some power to target and helps increase their effort.

If you don’t have a power meter, these intervals can still be done on ‘feel’ If you’re going all out for 15, 30 seconds, you won’t have too much time to be looking at a power meter anyway. The main thing is being able to look at data after a ride. In particular it is useful for gauging whether you are over-trained – e.g. can’t hit peak power after heavy weak of training

Some of Stuart Dangerfield’s experiences

For the power meter fans

During sprint intervals, SD hit a maximum power of 950 to 1000 watts
In one minute intervals, he hit 650-700 watts
For 5 minute intervals, he hit 500 watts.
During competition 10 record, he held around 460 watts average.

In 6 week period leading up to 2001 National 25 mile TT, Stuart did 15 interval sessions of varying length, that’ 2.5 per week.

Stuart did a lot of endurance (level 2 training) during the winter months. And would often train 300-350 miles a week. But, from this interval session, it definitely wasn’t just churning out the miles!

If you want to have a go, you definitely have to be realistic about state of fitness. It’s really hard. You could start off with half the number 4*15 secs. 4*1 minutes 2*5 mins. Or you could miss out sprint intervals.

Related

High intensity intervals pdf at ABCC
Hill intervals
Working with a coach – I worked with Gordon Wright for 2014 National hill climb

Tips for improving cycle fitness

November 22, 2015January 26, 2015 by tejvan

A few simple tips for more efficient cycle training.

If you are new to cycling or have a very basic level of fitness, the most important thing is to spend more time on the bike. When you are unfit – the good news is that whatever you do, you will see relatively large improvements in fitness. The ‘fitter’ you become, the relatively harder it is to eke out even more fitness gains.

The first tip is simply to cycle more.

1. Cycle more

If you want to do a 100 mile ride, you will need to find more time to cycle. You will want to be doing a few 2-3 hour rides at the very least. Preferably a few 3-4 hour rides to get used to long distances. You could do a 100 mile ride on the back of one hour training rides, but your legs will be sore the next day, and you will struggle towards the end.

The trick is often finding time to be able to cycle more. If you live a busy life, a good solution is commuting by bike. This may be the whole journey or even just part of it. If you have many family commitments, you could try and cycle out to some venue and meet your family there on bike. If you have a roof rack, you can easily bring back the bike on the car. I’m sure your family won’t mind you going to a posh restaurant, whilst you are dressed in lyrca.

2. The pyramid of training intensity

Something that has served me well for the past 20 years is paying a rough attention to this pyramid of training intensity.

This is my rough training pyramid – recovery rides come under base / endurance. The division between categories are not strict. An endurance ride may merge into a ‘sweet spot’ training. If you’re not doing hill climbs, you might want to not do any level 4 max intervals at all. The point is that generally you spend more time at a lower intensity.

Is it OK to walk up hills?

November 22, 2015January 25, 2015 by tejvan

PJ wrote an interesting post – Taking the bike for a walk

In response to a Guardian article – Is it OK to get off your bike and walk up a hill?

Since hill climbs are close to my heart – I can’t resist chipping in.

The truth is I’m torn between conflicting emotions.

cyclist-swerving-The-rake — The Rake – Photo Bob Muir

On the one hand is the hill climb chimp, with a thought process like:

> “It’s better to die on a hill than surrender and walk up. The modern generation is too soft with its compact chain sets and granny gears. We should recreate the hill climbs of old – 12kg steel bike, fixed gears and the one who gets furthest up the hill without falling off – wins. That’s proper cycling – not this modern, get off and walk if you feel like it nonsense.

The other chimp in me is the more reasonable, rational, politically correct version.

Winter cycling clothes and accessories

November 22, 2015January 25, 2015 by tejvan

Recently a reader asked for any tips on good value winter cycle clothing. Over the years I’ve tested and used a huge variety of winter clothes – not always the best quality. These are some of the good options for staying relatively dry and warm in winter, without breaking the bank. I’ve never been inspired to spend a lot on winter clothing ( I waste my money on 70 gram saddles instead.) Though at this time of the year, I do often look rather wistfully at the well made winter jackets you can get these days.

Skull Cap

I’ve heard 50% of heat is lost through the head – I’m not sure if it’s this much. But, if it is less than 8 degrees I like to wear something under helmet, such as a thin skull cap to keep the heat in. I also like a skull cap that covers the ears. These can burn with cold otherwise. I have a Craft skull cap, which is very warm and breathable. (Craft at Wiggle) I also have a neoprene hat, but this had a tendency to be sweaty when not really cold. Some people tape up holes in their helmet – a cheap way of keeping more heat in.

Fleet Moss

November 22, 2015January 23, 2015 by tejvan

Fleet Moss is a long exposed climb between Buckden and Hawes. At it’s peak it climbs to just over 600 metres in altitude, with a maximum gradient of 20% (from Hawes).

When I first got into cycling, Fleet Moss felt like an insurmountable barrier. I frequently cycled to the foot of Fleet Moss, but to go over the top would mean turning a 60 mile ride into a 90 mile ride. It meant leaving the security of the Wharfedale valley and climbing up this beast of a hill. I remember when I first went over Fleet Moss, with Otley CC, it was an epic 100 mile ride, and a big achievement to make it ‘over the top’.

Fleet moss from Hubberholme (from the south) is slightly easier than from the north side. The gradient isn’t too steep – 17% at its maximum. However, it is long and persistently hard and is preceded by a long drag from Hubberholme. From Hubberholme to the top of Fleet Moss is 12 km, with total elevation gain of 400 metres. (net gain 240m to 602 metres). Those 12 km are at an average of 3%, but with some downhill thrown into the mix.

Correct saddle height and knee pain

November 22, 2015January 23, 2015 by tejvan

It is important to get the correct saddle height, otherwise you will be more prone to injury. Also if the saddle height is wrong your cycling will be less efficient.

When making adjustments to the saddle position it is best to make small adjustments at a time.

When you have found the correct saddle height and you are happy with it, make sure you keep this same saddle height for all your bikes. This is especially important if you do a lot of cycling and have different bikes for racing and training.

One difficulty I have when measuring the saddle height is – what actually is the top of the saddle? It depends where you take the measurement on the saddle. – e.g. saddle is unlikely to be perfectly flat I try to take the measurement of the saddle in line with the down tube and the heighest part of the saddle (i.e. in the centre of the saddle).

Is it ever worth arguing with drivers?

November 22, 2015January 22, 2015 by tejvan

When you have been on the receiving end of bad driving, it can leave you shaken. A cyclist has nothing to protect himself with. It really does matter if a car cuts you up or pays no attention to other road users. When this happens, there is a natural inclination to want to educate the driver – e.g. passing with 10cm to spare is actually very dangerous and could lead to a bad accident.

car-turning-left-near-miss — Is it worth it?

The problem is that the worse people’s behaviour is – the more unreasonably they are likely to be. The worse their driving – the more they are likely to irrationally blame it on someone else.

If someone cuts you up or passes far too close, only in about 10% of cases would they actually feel at fault and be willing to apologise. It does happen, but I’ve had people drive very badly and a red mist descends. It is always someone else’s fault! This is the human mind.

Tips for defensive cycling

November 22, 2015January 22, 2015 by tejvan

Cycling on British roads can feel like a battle between David and Goliath; in an accident between an SUV and a bike, there is only going to be one loser. There is always going to bad driving on the roads, but the only thing we can control is how we cycle and react to situations. Defensive cycling is just a term to describe the different things we can do to give ourself the best chance of cycling safely. Yes, it would be great if we all had Netherlands style cycle infrastructure. But, until cycling nirvana arrives, we have to make the best of the current situation. Some of this advice is nothing more than common sense, but hopefully will give people more confidence to cycle.

Tips for defensive cycling

Look and signal before moving. Cyclists are not always great at looking over their shoulder and giving an indication where they are going. Develop the confidence to look over your shoulder; this is important for manoeuvres such as moving into an outside lane to turn right.
Take a good position in the road. Don’t always hug the curb. You are more visible if you ride a 1 metre from edge of road. In the diagram below, it shows how a car can better see the bike cycling further out in the road.

When I stop at traffic lights, if possible I move to the centre of the lane so the car has to be behind me, rather than allowing the car to squeeze past.
Be very wary of riding on the inside of large vehicles. This is a potentially very dangerous move. Many fatalities occur because cyclists get caught in a driver’s blind spot when the lorry turns left. I know those stickers ‘Cyclists stay back’ are annoying, but you have to be wary of this danger.
Read more

Cow and Calf climb

November 22, 2015January 21, 2015 by tejvan

The Cow and Calf climb starts in Ilkley and goes up to Ilkley Moor. There is a great view of Wharfedale from the top. The 1.2 mile climb averages 8%, but there is a steep section of 17% near top.

cow-and-calf-rocks — Cow and Calf, Ilkley

I’ve ridden it many times and it was on the Cow and Calf that I saw my first live professional bike race – the now defunct Leeds Classic. I was really impressed how quickly they cycled up the Cow and Calf.

2015 Tour of Yorkshire

stage-3-Tour-of-Yorkshire — Stage 3 of the Tour-of-Yorkshire. Full map at Tour of Yorkshire

The 2015 Tour of Yorkshire is going to be going up the Cow and Calf on stage 3, it comes fairly close to the stage finish in Leeds. The route later goes up East Chevin, which used to be a venue for the Otley CC hill climb, until too much traffic caused it to be moved. The route is also going through my home village of Menston, so it’s a pretty good stage to go and watch.

Brompton Folding Bike Review

November 22, 2015January 21, 2015 by tejvan

I’ve long had an interest in getting a fold-up bike, usually spoilt by the need to spend silly money on racing bikes. Still I wanted to get a test review of a Brompton. It is the market leader for fold-up bikes. It came highly recommended by a few readers; some Brompton owners I know speak of their foldups in almost hushed reverent tones. There is great pride and loyalty amongst Brompton owners, somewhat reminiscent of a proud Pashley or Bianchi owner. Added to that, is the fact that, amazingly, it is a British manufacturing company – one of the few to survive the remorseless de-industrialisation and competition from cheap Taiwanese carbon fibre. I would be quite happy to buy British, but is the enthusiasm for Brompton’s worth the money? Will I be paying for an excellent bike, or will I be paying to be part of an expensive owners club? As an added complication, is buying a Brompton my only real shot at one day being a cycling World Champion?

My first port of call was the Brompton website. I learnt Brompton’s are based on the same base frames and equipment, but they offer you hundreds of different choices from colour to tyres and gear ratios. It reminded me of the Trek Project One bike builder (except with rather different choices, e.g. 1 v 2 speed gears, rather than Dura Ace v Ultegra)