CLUB RUNS MATTER
This article appeared in 'The Wheeler' in November 2008. Now, in February 2011, the West Suffolk Wheelers & Tri Club has been addressing the topic again. I thought this might refresh a few memories - and be of historical interest for new members.
Every club that has regular club runs and a club magazine has articles moaning about the conduct of this core activity of our sport. Our Clubruns are currently very successful, and there are what these days we call challenges associated with this success.
First, a bit of history. I'll start when I joined the Wheelers seven years ago, shortly after moving from Cambridge to Suffolk . I loved cycling on the maze of lanes and was thrilled that all the good stuff began almost at our garden gate in Norton. For the first three months I went back to Cambridge for the Wednesday ride I'd done for ten years, and took myself off on Sunday mornings on my own.
Exasperated by the sight of her husband's impression of Nobbie No Mates,Susan whispered "Find a Club" then "Why not try the West Suffolk Wheelers?". After a quick Website check I phoned Peter Heath and joined the only club run in town. I was welcomed. When I turned up the following Sunday, I was greeted warmly, as if I was already a long-standing member. There was only one run. The fitness range was pretty wide, and tensions could develop, and many members gave up the idea of going out at all, convinced that they'd never keep up.
This meant that though there was only the one run, the most we could muster would be eight or so, an average ride would be about four and I remember the occasions when it would be my turn to be The Only One. So discipline wasn't an issue. We rolled along in a neat enough bunch, everyone knew what to do when we singled-out for traffic, and we'd take it in turns to ride on the front, watching Brian Starr rolling along about a quarter of a mile ahead. Brian having joined Stowmarket & Dist CC, his part is now played by others (who know who they are).
In the past three or so years things have changed dramatically.
New riders have been joining the main ride at a steady rate, to the level that when 18 riders turn up outside Woolworths, [bear in mind; that was then, this is now] there could still be some absentees.
Meanwhile, in another part of the forest and around four years ago, Neville Pettitt offered to begin a 'slow-and-friendly' ride to encourage back onto their bikes those who'd been intimidated. We marvelled at his self sacrifice and public spirit. He warned that he might not be able to do it every week, and we discussed how the leaderless riders might cope, and whether it was responsible of us, as a club, to expose them to riding un-chaperoned. These days, this ride often has as many as a dozen riders (some of them 'resting' from the faster run) and is lead by either the doughty Mark Eastwood, or by that champion tea-drinker, scone-scoffer and all-round good egg John Steed. The two rides became known (unsurprisingly) as 'Fast' and 'Slow'.
Eventually, these titles were considered too judgemental (and possibly elitist) so we settled for 'A' and 'B'. Then Justin Wallace, who has very sensitive antennae for this sort of thing, and could feel the inherent superiority that could be assumed by a ride that was 'A' rather than 'B', re-branded them 'Espresso' and ' Cappuccino' (also known as Expresso and Cuppaccino - a version that makes a lot of sense, whilst offending linguistic purists. What's not to like?). Also, there is now a regular 10 to 12am Saturday ride for children, absolute beginners and those who are just after a gentle amble. This ride starts at Moreton Hall Community Centre. [another update, there is also a Latté run from Nowton on a Sunday similar in pace to the Saturday ride which, incidentally still doesn't have a name]
So now, we are where we are. Although there are a some problems with pace on the Cappuccino (those 'resting' Espresso riders), it is the Espresso that is probably the hardest to organise (I hesitate to use the word 'Control). With a large pool of riders, some only able to attend occasionally, we don't always know each other's names and certainly don't know who is very experienced and who has only just started to ride seriously. These days it is more common for a comparative beginner to turn up with a high-end bike and all the kit, and I'd tend to assume they knew what to do, and I'd be reluctant to insult them by offering basic advice. But advice is often needed.
What we really need is a few fuss-pot know-alls with good voice projection, or, on second thoughts, maybe not. The old hands, whose knowledge would be useful, are reluctant to appear to be throwing their weight about, for fear of appearing to be fuss-pot know-alls and those who've been around for a medium amount of time aren't sufficiently certain of their ground and worry about making fools of themselves.
Oh, what a complicated business all this interpersonal relationships stuff is. Some sort of order is vital with such a large group of riders on the open road. Let's begin at the beginning of the ride. Most exits from Bury which head South or South West involve a fair bit of climbing. Take these early ascents gently to allow every one to warm up. You may be feeling really strong, and not notice the pace you're setting if you're on the front. You may be one of the :-
Strong Riders. If you are, then you have a responsibility to keep things calm, not hand out a pasting. Just because you punctured early on in a race the day before, you don't have to destroy the hapless guy alongside you in the first two miles of the clubrun. You probably have the ability to tow the group nearly all day long, but it's best, in general, not to.You'll get bored, and gradually wind up the pace. Things go wrong when the strongest two or three ride off the front by a few bike lengths. This means (a) that there are now two sets of front riders which makes no sense at all or, (b) the other riders accelerate to close the gap - and the riders at the very back start to suffer. The acceleration needed increases the further back you are. This rise in pace can also be caused by :-
Half-Wheeling . One of the leading pair rides with half (or more) of his front wheel ahead of his partner's. The partner will probably move up level. The 'half wheeler' then moves ahead again. Don't do it. Ride level with each other and at a steady pace (which could be fairly fast so long as everyone behind is OK). I have come across riders whose half-wheeling can be dealt with by the simple expedient of allowing their bottom bracket to be level with your front hub. Makes conversation a bit awkward - but if you play their (often subconscious) game for long you'll be incapable of speech anyway.
Another method that we have been following lately (with variable amounts of success) is to change the personnel on the front at three or four minute intervals. Assume that we are riding in two parallel lines. When it is time to change, the outside rider pulls ahead of his partner and, when safe to do so, moves to the left (check that the rider alongside knows what you're doing and why). The next rider then pulls forward. If this rider is not feeling strong enough, he can pull straight through and, when the next rider comes alongside, just ask them to go through as well. This has an additional, social, benefit. We have set up a cocktail party on wheels (without the alcohol. Or the party). Try to find out other riders' names ( God, I'm getting seriously patronising here – but assumptions can be dangerous). I find that I have to do this most rides, simply because I've forgotten (for instance) the name of that friendly bloke on the Bianchi. Long ago I realised that people don't mind being asked, that it was only self-obsession that made me more worried about appearing foolish than by an inability to refer to someone by their name. It's difficult to rely on catching someone's eye when cornering at 23mph in the middle of a group.
Discipline. There, I've written that word. Don't assume that I'm referring to top-down 'do what I say' or even "when I say 'jump' your only question will be 'how high?' ". This discipline is the self discipline of the group as an entity. Think before you change direction, concentrate on what is happening around you in the bunch, please don't swerve around obstacles. There should be warning given from the front, and passed on down the line, to give everyone time to move out (or in) smoothly to avoid that pothole or pile of poo. A violent swerve can take out the rider behind you (look, I know that he shouldn't have his wheel overlapping yours, but it's safer to assume he might. And his front wheel just might be alongside your rear because you'd braked before you 'switched' him and he had to avoid you ). Try hard to maintain 'station'. A following motorist may get the impression that the untidy-looking mess of riders ahead are 'all over the road' or 'riding three and four abreast' when in fact it's just that the two columns of riders are in an elongated 'S' shape. When there is a call to 'single out' for following traffic don't slow down more than is necessary to let the rider on the outside move in. He will accelerate to place himself alongside the gap between you and the rider ahead. You only need ease up enough to let him in. I have ridden in groups where there is a convention for one or other of the two files to pull forward. Where there has been an agreed leader, and there are a few visiting riders, a call of "Single out; right front!" really does get riders organised. In the days when everyone had experienced National Service, this approach would have been considered entirely normal. These days such a 'command' might be considered too prescriptive.
When you are on the front, and meet an obstacle such as (say) an approaching vehicle on a narrow lane, try not to slow down or suddenly brake; this can cause a pile up behind you. Avoiding action should be first priority; there is nearly always a gap for a single rider. Often, a new but strong rider will be nervous of riding close - or "too close" as they may feel it. This is a skill that just has to be learned. It really isn't optional. Practice is the only way to gain confidence. Try to ride between two and three feet behind and avoid 'overlapping' the rear wheel in front (especially on the gear side. Think about it). Riding on the inside file can be scary because that's where the potholes mostly lie, and you've little room for manoeuvre. The tempting cure for this is to ride between the pair in front - but then that pushes your outside partner into the traffic. And you look like four riders abreast instead of two pairs. Start by trying to pick the outside file. This is good practice for positioning yourself. You'll find it possible to have more control of where you are than you might think.
I think that covers the main points. Perhaps I'll do an update in the next edition. [ Update; I didn't, because there wasn't]
SJH
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