Normally I break my training down into four sections.

Section: 1 
From end of racing, usually early to mid October to the end of November, I take a break from riding the bike apart from trying to get out at weekends. By taking my holidays at this time it not only gives me a physical rest it is also a mental break from cycling. The down side for me is that as soon as I stop riding the bike every day my weight begins to rise, but this is something I have become used to over the years and I feel that it helps somewhat in being able to withstand a consistent heavy training programme through the year. Well, that’s my excuse.

Section 2: December 
This is when it all starts again. As I now only work part time I am able to do all my training in the daytime and on the road. In the past all of my winter work, apart from weekends, were done in the gym. This consisted of general mobility exercises, multigym work, treadmill, the dreaded rowing machine and of course the turbo. For example, in the winter of 1998 – 1999 1 spent a total of 80 hours in the gym from end of October to end of January. This year I will still try to do some gym work but most of the time will be on the road. Normally this will be a 2 to 3 hour ride twice a week plus 3 hours on Saturday and 4 hours on a Sunday, all done at steady pace, usually averaging about seventeen and half miles per hour. If anyone in the group feels they have to have a blast, then I let them get on with it – I know my time will come later in the year.

Section 3: Pre-Racing Season 
From 1st January to start of racing – 1st April. As I now only work minimal hours I have the perfect situation (perfect because I still get paid) so I’m able to train every day and build up my mileage/speed progressively throughout this time. This winter I will follow the same pattern as last: I will start to go out every day for between one and half hours and three hours so that I’m doing a total of 15 hours per week to begin and building up to about 20 hours per week by the end of March.

As most of my training during this period is done alone, I will also try to gradually increase my average speed for these sessions so that by the end of January, depending on the weather, I can hold about nineteen and half miles per hour for a two hour session and about nineteen miles per hour for a three hour ride. The weekend rides are done on the Stourbridge CC training runs. As these contain several 1st cat ‘kids’ they can get very hard, especially the last hour or so when the ‘selections’ are made, usually on big hills when they can get their own back on this big old man.

The last two weeks of March I’ll be going on the Ideal Travel training camp to Mallorca for the fourth year running. I would recommend it to anyone. The benefit I find is that as long as you go there with a reasonable level of fitness you can take full advantage of two weeks of full-time training in warm, usually dry, weather where you can mix it with riders of all ages and levels.

But most important is that you’re also able to get the correct type of rest. I use this training camp to put the finishing touches to my winter training so that I do between 850 and 1000 miles in the fortnight but increase my average speed so that on some rides I average 22 to 23 mph. Although some of the miles are’ junk miles’ as Sean Yates once described them, I have discovered, as he did, that my power output increases significantly during this period. Evidence of this is that for the past three years, within a couple of weeks of returning home and starting to race I have done 19-minute 10s.

Section 4: Racing Season 
Once I’ve started to race I get into my normal weekly routine, usually as follows:

One thing I often notice when I go to ten miles time trials is that many riders set off too fast, and by the end of the first mile are struggling to maintain an overambitious pace. This article is intended to show how adapting a piece of research using modern high-technology could form part of a coaching strategy to help improve the situation. It will suggest how the use of simple low-tech equipment, allied to the Coach’s flair for innovation can help increase a rider’s understanding of how to ride a ten miles time trial.

The Test 
In February 1998 I conducted a small research project in which 24 subjects had to ride a simulated ten miles time trial on a computer controlled electronic turbo trainer (the CompuTrainer by Racer-Mate of Seattle, USA). The riders were instructed to complete the ten miles test as quickly as they could. Figure 1 shows the graphical display presented to the riders by the computer, which included course profile (at the top of the picture), speed, distance travelled, power output and elapsed time. The course profile was slightly undulating and was intended to simulate a typical road course. Gradients on the course, with a maximum of 2%, were sufficient to require the riders to change gear (about one sprocket up or down) several times during the ride.

Also shown in the picture are two ‘riders’, the one on the left representing the subject and the other is a controllable ‘computer rider’. It was this facility that led me to ask a sub-group of riders to do a second ten miles time trial about one week after their first attempt.

The Problem 
Three of the subjects in the main research project were complete novices to time trialling and it was evident from the graphs showing their power output during their rides that they had ridden the ten miles in far from optimum fashion. Figure 2 shows a graph of one rider’s performance (subject AC) during his first attempt, and it is typical of the manner in which the other two riders also completed their first attempts.

Being fresh and raring to go at the start subject AC accelerated to a power output that he was unable to maintain. The heart rate (which is an indicator of the stress the body is undergoing) quickly rose to within five beats per minute of his maximum. If blood lactate had also been measured it is quite likely that this would have risen to high levels at a very early stage. Other research in this area (eg: Wasserman, 1987) has shown that once blood lactate has risen above manageable levels due to exceeding the optimum power output it affects the rider’s ability to continue generating the original power.

The horizontal line running through the heart rate and power output in figure 2 represent the mean values for these two measures. It can be seen quite clearly how the rider exceeded his overall mean power output at the beginning of the ride, and the consequent deterioration shortly afterwards. During the first minute of the ride subject AC exceeded his overall mean power output by 42 watts and by the end of the first 1.5 miles the mean power output up to that point was 23 watts higher than the final overall mean. The next 2.5 miles were ridden at up to 50 watts below the overall mean power output in an attempt to recover from the initial overexertion. This general pattern of overexertion and partial recovery was repeated for the remainder of the ride.

A glance at figure 3 shows why it is important to not exceed optimum power output during a time trial, especially in the early part of the ride.

The figure shows the speed versus power output curve for the Computrainer, which accurately simulates the effects of rolling and wind resistance. An 18.2% (approx. 40 watts) increase in power output would result in a 6.3% increase in speed, whereas an 18.2% decrease in power output results in a 7.4% drop in speed. Not only does exceeding the optimum power output produce a poor return of increased speed, it generates high levels of blood lactate resulting in a rapid deterioration in power.

The Re-Test 
Approximately one week after their original test the three subjects were asked to repeat the ten miles time trial. This time, for each subject, the on-screen ‘computer rider’ was programmed to ride at the mean power output achieved by the subject in the first test. During their second test the subjects were coached to keep their on-screen rider within a few feet of the ‘computer rider’ for at least the first ten minutes. From then on they were allowed to gradually move away, but warned to not increase their power output too quickly.

The Results 
Figure 4 shows the results of subject AC’s second test. Comparing it with figure 2 it is immediately apparent that it is a much better performance. For one thing it was 1 minute 25 seconds faster! Secondly, the graph shows that the power output did not exceed the overall mean power in the first few minutes of the ride (except for a few minor “spikes”).

This gentler start would have had a significant effect on the level of blood lactate generated and this would have greatly helped subject AC maintain, and even gradually increase the power output later in the ride. Figure 5 compares the two rides and clearly shows the wisdom of the modified start routine.

All three subjects significantly improved in their second test. Subject JP improved 34 seconds, subject AC one minute and 25 seconds, and subject RB one minute and 34 seconds. Both subjects JP and AC rode in a road time trial within three weeks of their second test and recorded times within 30 seconds of their test time. Subject JP commented that by the end of the first two miles of her first test she was convinced she wouldn’t finish as she felt so exhausted. To her credit she did finish but was less than happy with her performance. In her second test she was amazed to discover that she even had breath enough to speak during the first ten minutes and recovered much more quickly after finishing.

Practical Coaching 
By now you may be wondering what significance all this high-tech research has for you. Well, it may be possible to repeat this research for yourself using not much more than an ordinary turbo trainer and an inexpensive cycle computer. With this low-tech approach and a little bit of imagination you may well be able not only to improve your physical condition but also learn to understand how it should “feel” to choose the optimum level of effort at the beginning of a time trial.

Heart rate at the beginning of a bout of intense exercise is a poor indicator of the severity of the work load. For example, looking at the heart rate plot in figure 1 it can be seen that its rise and fall lags behind the rise and fall of the power output. At the beginning of the ride it took about two minutes for subject AC’s heart rate to reach the overall mean value. Yet during that same time period the rider had been exceeding the optimum power output by about 40 watts, more than enough time for blood lactate to consequently rise to high levels. As can also be seen in figure 1, this produced the early onset of fatigue and seriously compromised the overall performance. Thus heart rate can give the rider false information if that parameter is used to gauge starting effort.

This leads to the possible need for the rider to understand how it “feels” to ride at the optimum level at the beginning of the event. It may surprise many riders to discover that it feels much easier at that point than they seem to think it should. Legs on fire and eyeballs resting on handlebars by the end of the first mile is more a recipe for disaster than a personal best! The following suggestions may therefore prove useful.

A Possible Training Session 
As part of a general training programme you could use an interval session at ten miles pace to get the body used to the level of effort required and the mind accustomed to the correct “feel”. Using a standard turbo trainer and with the bike fitted with, for example, the Cateye Astrale cycle computer which displays speed in 0.1mph increments, you should conduct a ten miles time trial test. During the ride an observer should note down your speed at 0.1ml intervals. At the end of the ride the cycle computer will display the time taken and the average speed. This test gives you two sets of information: data with which to plot a graph of speed at 0.1ml intervals, to see how the ride was produced; and an average speed to use for an interval training session. The interval programme is quite simple:

• 10-15min warm-up, during which you should gradually increase the heart rate to within 5 beats per minute of the average heart rate from the ten miles time trial test.

   

• 5min riding at the average speed from the ten miles time trial.
• 5min riding at about 50% of ten miles time trial speed.
• Repeat the work / rest periods three to six times.
• 10min warm down.

As a programme to improve physical condition the session could be gradually modified in terms of increasing severity. From 6x5min it could become 5x6min, 4x7min, 4x8min, 3x9min and 3x10min. Alternatively, or in addition the recovery interval could be shortened to 4min then 3min. By incorporating a mental training element the training can take on an extra dimension. But first some extra information is needed that will help you rate how it feels to do the first part of this programme and to transfer that ‘feel’ to the competitive environment.

A Psychological Training Dimension 
Some years ago Scandinavian sports scientist Gunnar Borg devised a system called the Rating of Perceived Exertion (Borg 1971, Thomas 1982 and Borg et al 1987). This allowed athletes to rate how hard a bout of exercise felt to perform, on a scale ranging from 6 (extremely easy) to 20 (extremely hard). It seems that people undergoing regular training can, with regular practice, consistently rate exercise levels when using such as the Rating of Perceived Exertion (RPE) scale, and this could prove useful for our purpose. The original full scale is as follows:

If you were regularly to rate the level of effort required during the first two work periods of the above mentioned interval training, you could then use the same system to set the level of effort for the early stages of the ten miles time trial. Thus you would be less likely to overextend yourself at the beginning and would be in a better position to produce your best performance on the day.

Breathing Patterns 
A final point that may be of use when learning how best to pace the effort is that breathing rhythm is often a good indicator of exercise intensity. When riding at the optimum power output for a ten miles time trial the breathing is usually fast, deep and exhibits a steady rhythm. If you exceed optimum power output for more than about one minute the breathing becomes shallower and much more rapid, and the rhythm often becomes ragged.

Figure 6 shows the results of subject JH’s ten miles time trial from the main research project (to be reported separately).

He is a former top class racer (juvenile ten miles champion and junior road race silver medallist) who now only competes occasionally. He was always very good at pacing the effort in ten miles time trials and in using his gears to suit the terrain of the course.

His method of approach when riding a ten miles time trial is to start cautiously and spend the first mile getting up to the effort he feels is appropriate. During the ride he changes gear early with a change in course profile to help maintain a steady rhythm to his pedalling and his breathing. For his Computrainer ten miles test he ignored the on-screen information about speed and power output, and instead concentrated on his position on the course profile and the early warning of a change of slope provided by the software to enable him to maintain the level of effort and rhythm he needed.

During the ride I stood close by ensuring that the computer and heart rate monitor were collecting all the data. From my position next to subject JH I could clearly hear his breathing and watch his level of concentration. The breathing pattern was quickly established, and maintained until about 1.5 miles to go (about 4 minutes riding time). Up to that point, after a slightly cautious start, there had been a steady power output utilising good gear selection to maintain a regular pedalling rhythm. From the level of concentration and the breathing pattern I felt certain that JH was riding at his optimum power output. With one and a half miles to go the subject gradually increased the power output, and this was reflected in an increased breathing rate and concentration level.

Timing Breathing with Pedalling 
Research has shown that timing the breathing rhythm to the rate of leg movement can sometimes help provide control when setting an appropriate level of exertion (eg: Daniels 1994a and Daniels 1994b). Taking the suggestions by Daniels and using the notation I = In (inhalation), O = Out (exhalation), L = Left Leg and R = Right Leg, then we could have the following example combinations of breathing synchronised with leg movements whilst cycling.

Depending on lung size to body size, ventilatory capacity, aerobic fitness, intensity of effort, etc, you are likely to be somewhere in this area of breathing/pedalling combination whilst training or racing close to your anaerobic threshold. According to Daniels (mentioned above), elite runners seem to prefer a stride rate of 90 strides/min (one stride = 2 footfalls, eg: L-R) and a 2-2 rhythm of breathing to leg movement when running at or close to anaerobic threshold, giving a breathing rate of 45 breaths/min. My own particular preferred rhythm of breathing when riding at that level was 2-3 with a pedal rate of about 90rpm.

Neither very fast and shallow breaths nor slow and very deep breaths are cost effective in physiological terms. With shallow, fast breathing the “dead space air” (the air from the mouth to the first part of the lungs that can absorb oxygen) becomes a greater proportion of the total amount of air passed in and out and does not contribute to providing oxygen for the working muscles. Breathing slowly and very deep puts a greater demand on the ventilatory muscles of the chest and these muscles will thus demand a greater proportion of the oxygen to fuel their extra work.

This technique of synchronising breathing rate with pedal rate is often adopted by good class time trial riders. Although subject JH in my research project claimed he did not consciously time his pedalling rate with his breathing pattern, the two parameters seemed well synchronised, even as the power output was increased in the final part of the ride.

Summary 
In summary, it appears crucial to start somewhat cautiously in a ten miles time trial and to spend the first few minutes getting up to the optimum level of effort. The learning required to choose an appropriate level of effort can be incorporated into an interval training session done initially on a turbo trainer and incorporating a rating of the perceived effort, and later to transfer this ‘feeling’ into the competitive environment. Attempts to synchronise the pedalling rate and the breathing rate may help set the appropriate level of effort needed to produce the best result.

Acknowledgements 
In the course of conducting this research the co-operation of several people was much appreciated. To the cyclists, Richard Bower, Adam Clarke, Jeff Hooper and Janine Pickard I extend my sincere thanks for the effort they put into completing the tests inflicted on them. My thanks also go to ABCC Senior Coach George Robinson for his able assistance, and for supplying unlimited amounts of tea and coffee!

References 
Borg, G.A., (1971): The perception of physical performance. In: R.J. Shepherd (ed.), Frontiers of Fitness, Springfield, Ill., Charles C. Thomas.

Borg, G.A., Ljunggren, G., and Ceci, R., (1987): The increase of perceived exertion, aches and pain in the legs, heart rate and blood lactate during exercise on a bicycle ergometer. European Journal of Applied Physiology, 54, 343-349.

Daniels, J., (1994a): How to achieve the ideal breathing and stride rate. In: R Troup (ed.), Peak Performance, Sports and Leisure Magazines, Romford, UK., 42, 2-5.

Daniels, J., (1994b): The 2-2 T-20: a fine way to carry out your lactate threshold workouts. In: R Troup (ed.), Peak Performance, Sports and Leisure Magazines, Romford, UK., 46, 5-7.

Thomas, S. (1982): Rating of Perceived Exertion – An Alternative Approach to Monitoring Training Levels. Science Update, Coaching Association of Canada.

Wasserman, K. (1987): Determinants and detection of anaerobic threshold and consequences of exercise above it. Circulation 76(Supplement VI), 29-39.

A century of competition has shown us that a finishing sprint is an invaluable asset for a roadman. While it’s no good having a terrific sprint if you’re never there at the finish, you’re equally unlikely to win if you always get to the finish with the leaders but five out of six of them can outsprint you. It’s not just the finish either: you’ll want to bridge gaps, go for the occasional prime, perhaps.

To some extent sprinters, like climbers, are born, not made. The fastest sprinters have a predominance (as much as 75%)of Type II muscle fibres. These are described as ‘white, fast-twitch’ fibres. They have a high anaerobic capacity, but a low aerobic capacity – they fatigue quickly. Physiologists sub-divide them into types IIA and IIB. Endurance riders on the other hand start off with a predominance of Type I ‘red slow-twitch’ fibres which can ‘fire’ repeatedly without fatiguing. So if you’ve got mostly Type II, you’ll have a hell of a kick for 200 metres, but may get shelled out long before the finish: you’re Florian Rousseau. Mostly Type I (70%) and you can go on for ever at one pace, but acceleration may be a bit sluggish: you’re Miguel Indurain.

Fortunately this isn’t the end of the story. With training you can increase the effectiveness of your muscle fibres, whatever type they are. And winning the sprint at the end of a road race isn’t just down to muscle fibres: other factors come into play. They include general fitness, freshness, conviction and determination, economic riding, skilful placement in the group, judgement, and so on. Obviously the condition of the other riders is also important.

Training 
Your aim, as a road rider, is to improve you anaerobic capacity. You train for sprinting by sprinting. There are infinite ways. I knew a man back in the sixties who used to ride up and down the A38 near Worcester (no motorway then) sprinting after lorries which came past at around 40 mph, dropping off, sprinting up to them again, then resting and waiting for the next. In Mallorca or Spain bridging a 200-metre gap up to a motor-scooter doing around 35 mph is good. Once a week do a training ride like this: half an hour warm-up, then 6 – 10 absolutely flat-out sprints of only 5 seconds each, with a 2-minute rest spinning a low gear in between. Warm down for half an hour on the way back. The idea is that it’s not very fatiguing, but it’s surprisingly effective. Really murderous, but excellent for developing anaerobic power, are hill sprints of 1 – 2 minutes on a medium gradient, absolutely riding yourself into the ground. If you’re going hard enough six should be about all you can manage, even when you’re properly fit.

Another power-builder is to find a dip with half-mile slopes either side. Dive down the one and go flat out on a high gear up the other side. Rest for a minute, then repeat in the other direction. Give up when someone calls an ambulance.

Avoid wasting energy: don’t throw the bike all over the road, keep your elbows tucked in and arms pulling up and back, not outwards. Practise sprints sitting down and out of the saddle. The important thing is to think of yourself as someone who can sprint, not a no-hoper. You can improve.

To learn how to cope with the other riders in a sprint you have to train in a group, such as a weekly chaingang. Your circuit needs to have a few known sprint signs built in. Don’t practise sitting in to save yourself – you can do that in races, but not on the chaingang. You need to know how far you can go flat out without fading before the line.

Don’t look round. Get into the habit of focusing on the line and forgetting everything else. You can see where everyone else is after you’ve won.

Racing 
Recently a ‘coach’ told me: ‘I always tell the lads, never start a sprint flat-out, because then you’ve got nowhere to go’. I couldn’t disagree more. If you’re not totally committed, then it’s not a sprint. If you can take two lengths by jumping at 200 metres, then it’s going to take a very strong, fast rider to catch you and then get past.

The way to ride the sprint will vary widely according to the circumstances and the strengths of the riders you’re with. If you can get a lead-out, all well and good; but don’t be afraid to go from the front. With modern gear systems you can afford to start off in a lower gear and change up during your sprint.

Many riders in vets races try to sprint in too high a gear. Those Continental pros in the 53/12 or 54/11 are already doing close to 40 when they jump. A 55-year-old coming into the finish with a group doing 23 mph needs to start on something lower, say 53/15 or even 16 if it’s slightly uphill or into a headwind. If it’s a real hill then you may have to be on the little ring. Incidentally, you can accelerate slightly faster on a small ring/small sprocket combination than on a big ring/big sprocket.

During the race ride as economically as possible. That doesn’t mean sitting in the back and doing nothing all race. If you do, nobody will love you, some may even call you names, and, worse, you could miss the vital move.

On the run-in prepare your sprint. Relax as much as is possible, don’t do very long turns on the front, make sure your shoes are tightly done up, take a drink five miles out. Choose the rider whose wheel you want to be on. Ride well into the side so that you can see everyone behind you from the corner of your eye. Consider the direction of the wind: it will be easier to come past someone if you’re in shelter. On the other hand, taking the hard route may be effective if you’re strong, because nobody else will want to attack into the wind. Keep your nerve: on long straight approaches it’s easy to go too early and die.

If you feel tired, then the others almost certainly do as well. And if you find someone alongside you matching your effort, don’t give up: keep going for another second, and another. Go all the way to the line. He may be the one who cracks. Be confident – you might surprise yourself.

Introduction 
There have been greater riders, but there has been no greater champion than Louison Bobet, winner of three consecutive Tours, of half-a-dozen classics, national championship, and a world title. From his first successes at a national level the French sporting public idolised him: the downside of being idolised, of course, is that your worshippers are never satisfied with anything less than perfection, and when Bobet failed to live up to his early promise the French press savaged him. In addition Bobet had an inordinately high level of self-esteem even for a Breton, and felt he always had to live up to the standards he had set for himself. He too was a perfectionist – someone who has trouble discriminating between realistic and idealised standards. Thus he not only had to cope with the normal external pressure that any sporting superstar may expect, he put tremendous pressure on himself. Like most perfectionists he was rarely satisfied with his performance, anticipated failure, and yet hated losing. He therefore tended to be highly anxious. Bobet was never along just for the ride, and lived constantly on his nerves. The days leading up to a race could be very unpleasant for those around him, and, presumably, for himself as well.

Later his brother Jean would recall: ‘Up until Thursday he was very difficult to live with; after Thursday he was impossible.’ Most of us would feel that this is no way to live: you have to tell yourself that you can’t win them all, that at times you have to be satisfied with a respectable performance rather than sheer brilliance. Nowadays the team sports psychologist might be called in to help Bobet with stress management, and to achieve a better balance.

Arousal and Anxiety 
Sport psychologists used to distinguish between arousal and anxiety. Arousal is that necessary condition where we feel that we want to ride this event, are really looking forward to it, and that we’ll do the best we can. This necessary lift in intensity required for successful performance may also be referred to as ‘competitive anxiety’, and at its optimal level is seen as making a positive contribution. We have to feel some ‘edge’ in order to perform at our best – it’s no good being relaxed to the point of being comatose. We all know that the day we don’t feel butterflies is the day when we ride below our best.

In recent years arousal has been studied largely as a physiological response, ranging from sleep at one end to high excitement at the other. However, it has important effects on thought processes and emotions, some of them positive (excitement, happiness), and others negative (fear, embarrassment), though these may not correlate with physiological responses. It’s possible, for instance, that when arousal is high it influences the motor centre of the brain so that more muscle fibres are recruited, with the result that each individual fibre has less work to do and can obtain more of its energy from aerobic metabolism.

Anxiety, on the other hand, is generally regarded as a negative characteristic. It can get so high that our judgment is impaired, and our results are less than we could have hoped for. You’re over-conscious of your weaknesses, you worry excessively about the opposition, you bite everyone’s head off, your fingers are all thumbs when you’re assembling your bike, you just know that your team-mates are going to sneer at you when you get shelled out, and you feel that the butterflies aren’t just flitting happily around in there, they’re wearing Doc Martens and kicking you in the groin.

It’s important to recognise that perfection is impossible, and that putting in your best effort is more important than winning; not to worry about letting other people down because their expectations of you are so high; and above all to recognise that you’re doing this because you enjoy it, this is sport (not war, for instance). Even if you know that your preparation is below its normal level, you’re going to get in a good training ride as part of your build-up for the weeks ahead, and you’ll be in the action as much as you can.

Athletes have hopes and dreams about how successful they will be. Successful competitors expect to be successful in future. These expectations can be a source of anxiety, especially if they are unrealistic. Athletes have different ways of coping with stressful situations: it was often apparent that John McEnroe’s coping strategies did not necessarily result in a poor performance, though responses which distract the competitor from the immediate demands of the task will normally impair performance. Generally, ignoring or discounting the stressful incident is more effective than attending to it by arguing or focusing on the error. This is an interesting area where more research is called for.

Some athletes have a natural tendency to become excessively anxious. They should not deny or ignore this tendency, but acknowledge it and take necessary precautions. Previous experiences of success or failure can trigger anxiety. Some people may prefer failure to success in order to avoid the consequences that success may bring. On the other hand many athletes fear failure; often this fear is tied to the person’s equation of sporting success with self-esteem. Those who derive their self-esteem mainly from success in sport are more likely to fear defeat.

What research there has been in the area tends to confirm that athletes with high self-confidence are less likely to become anxious than those with low self-confidence. Martin and Gill (1961) concluded that ‘low self-confidence, high anxiety, and ultimately, poor performances are often noted in athletes who hold unrealistic outcome goals. In contrast, athletes who are more concerned with performing well in their sport appear more self-confident and less anxious and may perform closer to their potential’. Confidence-building is therefore likely to reduce damaging anxiety.

Coaching techniques for managing rider anxiety 
The coach should be in a better position than most other people to help athletes manage their anxiety. Some, however, habitually use wrong strategies which only increase anxiety. These include: communicating unrealistic goals and expectations; teaching new skills or changing the game plan immediately before the contest; reminding the athlete about how important it is to win; inappropriate or poorly-timed comments or sarcasm; criticising the rider personally, rather than the performance.

However, it is also sometimes necessary to increase anxiety. If the rider seems altogether too laid back, is taking the opposition too lightly, not following directions and instructions, then it may be appropriate to remind him/her that poor performance outcomes, both individual and team, may be the result. Athletes must feel some degree of danger or threat at the competition in order to achieve the optimal level of arousal. The coach’s role is not always to eliminate anxiety, but rather to help the athlete manage it.

Be realistic 
Perceiving that others have very high expectations of their performance is one of the principal causes of athlete anxiety. It is one thing to encourage the athlete to expect success and to feel self-confident, but the athlete must feel that the coach is not demanding perfection and will accept his/her best effort: ‘All I can ask is that you do your best’.

Have fun 
In the pre-race talk, reminding the riders to enjoy themselves is a very effective strategy, especially if the opposition is perceived as superior. Sport is (no, really!) supposed to be fun, and often athletes will respond by performing at their best.

Avoid the W-I-N word 
Focusing on outcomes (‘We’re here to win’) does not help athletes to feel in control of the situation. Emphasising the importance of winning may induce anxiety and bring about the opposite effect. It’s better to put the stress on effort, remind the athletes of their excellent preparation and advantages.

Teach skills, provide feedback 
Skill training has a relatively low priority in road-racing, but is more important in cyclo-cross and track racing. Improving skilled performance, and providing the athletes with regular feedback on their improvement, is fundamental to the work of the coach.

Use actual race simulations in training 
This is relatively difficult for the road-racing coach, even though the riders themselves may habitually train in race style – the mid-week chain-gang, for instance. It’s easier for the track coach who can control things from the centre. Asking the riders to perform new skills/ tactics/strategies that are completely unfamiliar is very anxiety-inducing.

Remember injured athletes 
Injured athletes may feel guilt in letting down the team or disappointing people with high expectations of their performance. The coach should keep in regular touch with any athlete sidelined through illness or injury.

Keep things in perspective 
Coaches need to remind competitors that winning is not the only indicator of success. They should emphasise instead the value of high effort and performance improvement. Coaches will help to reduce anxiety by making it clear that sport is an enjoyable and healthy activity, not a win-at-any-cost matter. Paradoxically, they are likely to find that this is often the way to improved performance as well.

The Kingcycle and the BCF Ramp Test The Kingcycle test rig is a computerised turbo trainer using a standard air fan brake, and manufactured by Kingcycle of High Wycombe, Buckinghamshire, England. It was originally designed by the company around 1986 on behalf of the British Cycling Federation when the BCF began setting up a Sports Science Support Program for its National Squad riders. Its main features are a sturdy and easily adjustable frame to which the rider’s bike is fitted, a 200mm dia x 20mm thick stainless steel flywheel (weighing about 6kg) that provides a very realistic simulation of the momentum of a moving bike and rider, and a computer program that provides a range of tests, in particular the BCF “Ramp” Test. The Kingcycle company sell the Kingcycle test rig as a commercial product, and it is currently in use by a number of college and university sports science departments. In addition several riders have bought a Kingcycle for their own use, as it provides an excellent indoor training device.     The “Ramp” Test takes the rider from a very easy, up to a maximum effort via a linearly increased power output demand. This is achieved by computer software which first calibrates the Kingcycle to the individual rider and bike. The computer program then allows the test operator to set certain test parameters, such as the starting load (eg: 150 watts) and the rate of load increase (ie: the “ramp” rate – usually 15 watts per minute or 20 watts per minute depending upon the type of rider). After a suitable warm-up the operator starts the test. The rider has to watch the computer screen and ride at a speed sufficient to keep a marker in the centre of the screen. The computer program gradually alters the position of the on-screen marker so that the rider has to gradually increase speed to bring it back to the centre of the screen. The increase in riding speed is calculated by the computer program so that the increasing power output demand is at the “ramp” rate set by the test operator. During the course of the test the computer software measures the riders pedal rate, riding speed, power output and heart rate. All these parameters are displayed on-screen, unless turned off at the discretion of the test operator. At the end of the test the computer software calculates the highest power output sustained for a full minute (called the maximum minute power output), together with the highest heart rate recorded, and the rider’s power to weight ratio and power to body surface area (using the rider’s weight and height). All the data generated by the computer software can be printed in both tabular and graphical form, and saved to disk together with the rider’s personal details (eg: name, date of test, age, weight, height, competition rank, etc).

The Levels of Training These levels were devised by Peter Keen, head of the British Cycling World Class Performance Program, from extensive Kingcycle test data. Level 1  More than 45 bpm below measured max heart rate. Level 2  35-45 bpm below measured max heart rate. Level 3  15-25 bpm below measured max heart rate. Level 4  Less than 15 bpm below measured max heart rate. These levels have since been restructured into seven training zones, as shown in the Heart Rate Training Zone Calculator

Figure 1 is the Kingcycle test of a young man that I first met in 1992, shortly after I’d moved to North Wales. I was very busy with my duties as National Coach, especially in Olympic year but I was anxious to work with local riders. I approached some Welsh Cycling Union officials and offered some limited coaching support to two or three riders chosen by them, relatively young, and serious-minded, of any category. The first one they sent along was this 19-year-old in that difficult transitional stage, a road rider, just starting his second year as a senior. He was a big lad, over 75 kilos and 1.90m, around 6′ 3″. He had just enough points to move up to second category. He was as powerful as any 3rd/2nd cat rider you’d be likely to see, but he was a big athlete, so his power/weight ratio of 5.85 wasn’t quite so impressive, and not as competitive as it needed to be in view of his ambition to be a successful road rider.

As a result of this first test, and our conversation, we were able to set levels (based on Peter Keen’s system) for training. For him, a training response would start at around 150 bpm and upwards. Fortunately he’d been exposed to a little bit of coaching in the winter of 91/92; he knew of the levels of intensity, and he had a heart-rate monitor, which meant that he could now practise riding at levels, and follow the advice I was giving him.

We’re all familiar with the training principle of stressing the body, creating an overload, and so eliciting a training effect (Fig. 2); and the importance of allowing adequate recovery after training efforts and thus gaining the benefits of favourable adaptations and overcompensation. I am an advocate of specific training. He wasn’t involved in any non-specific training activities; and the only off-bike activity I advocated was a daily stretching routine and some free exercises, which he’s done every day since we first met. He would need a little bit of upper-body toning, but it was more important for him to devote most of his time to on-the-bike training. The training and the racing would need to be progressive, and as he became fitter and more powerful we would be increasing the training load, and looking to move up to more challenging racing. I was also anxious to plan a route for success, because I felt he was a capable rider; but he was in a bit of a rush, his training was haphazard, and I thought that more structure, and both long- and short-term aims would give him a better chance of the goals he had outlined to me.

We outlined the objectives in Fig 3. The prime objective for this first year was to get his first cat licence, because he didn’t want to face the uncertainty of getting entries returned. I could also see opportunities for him as a member of a Welsh club within the WCU, especially with the Commonwealth Games coming up in a couple of years time. It was a tough but worthwhile objective. For the years following I wanted to see him move up to Premier Category competition, and he was ambitious enough to do so.

He wanted to be a full-time racing cyclist, and I was anxious about this. I had seen so many young riders rush down this pathway, and sometimes, if you’re not clear what it is you’re trying to achieve from being full-time, especially if you’re dreaming of a possible pro contract, you can get a bit let down by the sport. I pointed out that only the very few make it at the highest level and persuaded him that it made better sense to finish his electrical engineering apprenticeship, due to finish in late 1994, and then he would have the confidence of that qualification to fall back on. I asked him to consider a 14-day training cycle (see Figure 4), because he was working full-time, on his feet 40 hours a week, and it was difficult to see how we could elicite all the different training responses in only seven days – especially as his racing programme was ambitious. He was stretching himself, chasing events all over the country.

His training had been, essentially, chain-gang training, a reasonably effective mixed-intensity session with quite a big local group on Tuesdays and Thursdays and I left the Tuesday session in; but these rides were only about an hour and a half maximum. So in week 1 we introduced the relatively long ride on Thursday which hadn’t previously been part of his programme. He had to negotiate an early finish at work, by manipulating his tea-breaks, and he had a snack in the afternoon so that he could get out straight from work, and he did a long level 2 ride, using his HRM. He had also got the message, during the training courses he’d attended during the winter, about energy and fluid replacement, using carbohydrate drinks, and on a 3-hour ride he took a minimum of two big bottles. He also had to pioneer different routes because on his normal hilly North Wales training routes he found it difficult to maintain a consistent intensity. So he started to train on less hilly routes in order to keep the Level 2 pressure on himself for the whole of his 3-hour ride.

On the first Sunday in the training cycle he rode a local race, to keep down the stress of travelling, and to give him an opportunity of picking up points towards his First Category licence, which he did quite easily. During the second week the long ride was cut out and replaced with a ride of a higher intensity, half an hour at Level 3, on the Thursday. This was in fact the local 10 on the Wrexham by-pass. At this time he was not particularly skilled at time-trialling, it was a branch of the sport he’d ignored, and he was struggling to do a short 23. He found it more congenial to get in a recreational ride of this kind than go out and do his Level 3 ride alone, and at the same time he was supporting his own club’s promotion. On the second Sunday in the training cycle he would target the toughest race he could cope with, not Premier Calendar, but second-tier events; and he would travel the length and breadth of the country to find suitably challenging events

I persuaded him to keep a training log, which he did and they were very good. Figure 5 shows the kind of information that he compiled regularly.

I tested him quite frequently, six times in 1992, to get a complete profile. The results were impressive (see Figure 6), as was their consistency. The training pattern we had settled on was almost constant throughout the year, and that was reflected in the test results, without the peaks and troughs we see in a lot of road riders who get themselves over-trained or over-raced, sometimes several times throughout the season.

This rider had things stabilised, and at the end of the year we had some very useful data on which to base the 1993 season. We do see some alterations in max heart-rate, and I would think that on that second test we are looking at a fatigued athlete, despite the care we’d taken to build plenty of rest into the programme.

One area of concern was diet. From observation at races, and from the several meetings we’d had, I thought that his diet was, like that of many young athletes, not well-suited to the demands of endurance cyclists. I got the rider to keep a detailed record of everything he ate and drank during a fortnight and enlisted the assistance of a qualified nutritionist (see Figure 7).

She was more than happy with the total calorific intake, which was adequate for an endurance cyclist in full training. But the diet was deficient in many ways; in a fortnight I could see no veg or salad. We were going to need some co-operation at home to improve his diet. This was a surprise, because I thought people were much more enlightened. So the percentage of calories from fat sources had to be replaced with calories from carbohydrate. She also gave him some basic advice about weight control, because I felt he was going to spread out a bit as he got older, and that as a road rider he wasn’t going to be able to be much heavier and still be successful.

I had now worked with him and seen him on seven or eight occasions through the year and I had some idea now of the chances he actually stood of achieving success. Fig 8 shows some of the factors that Peter Keen has listed as likely to determine the relative success of an athlete.

Physiological: He seemed to have all the physical qualities for likely success.

Inherent qualities: he didn’t come from sporting stock, wasn’t a second-generation cyclist, there was no history of sporting prowess in his family. We were able to make his training more structured, but he had been in continuous training and racing for only two years. I believe most of us need six to eight years of continuous activity to reach full powers, so he had some way to go; but there was some optimism that he would be able to achieve his goals. The diet was a bit of mess and we’d taken the necessary steps.

Pyschological: He was well motivated.

Trainability: is the ability to filter useful information, to differentiate between the appropriate and the inappropriate, to respond to advice and to coaching. Some people as we know no matter how much or how often they’re told it just seems to go straight over the top of their heads. This rider took on board any advice he was given. He wasn’t over-confident, but had some belief in his own ability.

Experience: not a great deal, only two years, not that many mistakes, but not that many good experiences.

Mental Skills: he’d had no formal mental training, but we discussed this, and that it would be advantageous if he could acquire some formal mental training. We spoke about simple visualisation, mental rehearsal, and I feel confident that he is constantly building these mental skills.

Financial: there is no greater deterrent than that he can’t afford to stay in the sport in which he wants to succeed. He was working, his 1992 performances attracted him to a sponsored club, and he was also getting some support from a local dealer; but he wasn’t good enough at that time to get grant aid.

Facilities: as a road rider he didn’t need a great deal; he had a marvellous resource in the endless miles of traffic-free, challenging training routes in North Wales. He enjoyed a normal healthy lifestyle free of any excesses, and I saw nothing there that would detract from his chances of succeeding.

Environment: he came from a good home in a good neighbourhood in Wrexham.

Support: he was attracting some support, getting coaching from the Welsh CU and myself; and it needed to be continuous. He might at times need the support of sports science and medical services. Governing body strategies can have an effect on success or otherwise. The BCF were responsible for making sure that there were suitable competition structures and I was trying to make sure that they were more logica.

You may be be familiar with a normal phased training programme (see Figure 9). The endurance building phase would be without racing, in January, February, even March, and then a further endurance-building for but with the added benefit of a weekly race. These are foundation phases. Your prime objectives will lie in the competition phase and this would provide a continuous rhythm of hard working, peaking, tapering, as you work towards your set objectives. At the end of the competition phase there would be an easing back on training, and then you go into the two phases, relatively unstructured training in the rest and recovery phase, and then, in the maintenance phase, the same volume and intensity but a bit more structured.

Figure 10 shows how we put this outline plan into practice. He achieved both his 1992 objectives of getting his First Category licence and establishing himself on the Welsh CU Road Squad, plus the bonus of winning the Welsh Road Race title. He had given a clear indication to the powers that be that he was a reasonably capable rider who should be taken seriously.

In order to be progressive we would now follow our earlier objectives of moving on to Premier Calendar racing and the Commonwealth Games squad. In January and February the pattern was four rides a week, Tuesday, Thursday and Sunday amounting to 8 hours Level 2, with a half-hour level 3 on the Saturday. The half-hour level 3 was a Saturday ride, because there was some evidence that a hard Saturday was having an adverse effect on Sunday. During the endurance phase there was no increase in volume, about 8 hours. I am wary of increasing training loads too quickly.

Then into the competition period, and, mainly through the pressure from his new sponsored club, he went right in at the deep end, top-class events including the Girvan, the Tour of Lancs, and a two-day French race with the WCU. This was a period of very heavy competition, so much so that he was a bit knocked out of his stride, and this shows on his Kingcycle test. As he concentrated on single day races he was able to be more selective, and we reverted to the pattern of training we had followed in the previous year, with a target race every other week instead of the treadmill he’d fallen into with his new club.

He was second in the Welsh Championship, and on the Commonwealth Games shortlist. Then into the recovery and maintenance periods, 8 hours level 2 done in four sessions.

There was no need to test as often (see Figure 11). His pre-season test was as good as anything we had seen during the 1992 season; but towards the end of that further endurance phase there was a marked drop in power, and he failed to get anywhere near his max heart rate – a useful reminder that it’s very easy to overdo it; and this despite all the efforts we were making to ensure full recovery. We reverted to the tried and tested training pattern and tested a month later, and you can see that he was back up again.

During 1994 I gave way to the WCU and the Welsh Institute of Sport, and their programme for the Commonwealth Games; but I still retained some small influence and it would be interesting to see whether the training principles that we’d practised in 1992 and 93 were going to carry him through what promised to be a very demanding year (see Figure 12).

In 1994 the endurance phase was a little bit longer, January to late March, because the WCU had organised a warm-weather training camp; and the volume increased very slightly from 8 to 10 hours. I noticed from his diary that squad sessions in South Wales were adding an extra hour or so every now and again. It was essentially Level 2, three or four sessions a week.

During the second phase we have the benefit of racing; eight hours of effective training and racing, and the racing programme was almost identical with the one that had got him into trouble the year before: Archer, Welwyn, Girvan, Tour of Lancs, and the French two-day again. For many road riders their second Kingcycle test in the season isn’t as impressive as the first one, as a result of overtraining or over-racing in the spring campaign. But when you look at the test results he now seems much better able to cope, the characteristic dip doesn’t appear. Then they were into their final preparation for the Commonwealth Games, with a reduction in volume, a marked increase in quality training, and a concentration on single-day races with which I felt a lot happier. He was selected for the Commonwealth Games Road Race and finished 21st, on a hilly course which didn’t really suit him; but it can go down as a creditable performance.

Now a departure from normal. After the Games he came back fired up, went through the normal rest and recovery phase for a couple of months, and then, for the maintenance phase, we had the added advantage of the Tuesday evening Track League, something which hadn’t been available for him previously. The first track he’d ever seen was at the Commonwealth Games. He was now managing only 4 to 6 hours at Level 2, but he was now riding the track on Tuesdays. My gut feeling is that, managed correctly, this riding the track in the winter should produce some advantages. He certainly rode very creditably.

His test results for 1994 (see Figure 13) show a significant increase in power, and suddenly his power/weight ratio is looking competitive as well. Once you get over 6, it’s getting better, and it was no surprise that he was able to cope with Premier Calendar races. And in May and July the figures are quite impressive

His full-time electrical apprenticeship finished in late 1994, and 1995 was the year in which he intended to become a full-time cyclist (see Figure 14). This is reflected in the volume of training he was able to do in January, through into mid-March. We didn’t double the training, we just added a couple of extra hours and he was able to get more effective rest and recovery.

From mid-March to late September he went to France and raced with the UV Limoges. This was something he arranged himself, through contacts he had made. The club provided his accommodation and paid him £70 a week; not bad – some of our professionals, I’m sure, would settle for that. It was a relatively small club, not riding first division races, no Mavic Trophy races. In 26 weeks he faced the starter 65 times, including a ride with the WCU in the Tour of Normandy, by far his toughest international challenge to date, in which he performed very creditably. He lost about 5 weeks mid-season as a result of a bad fall.

He’s now back. It’s been a very demanding season, and I can see him having a slightly longer rest and recovery phase than formerly, no track league until the New Year, but he is riding his bike, in a rather unstructured fashion, three or four rides a week.

His 1995 tests (see Figure 15) show his highest power level for a pre-season test, which shows what a potent training effect Level 2 has, because that’s essentially all he does. There’s some evidence on his October test that he was a bit de-trained.

Fig 16 summarises what we’ve done. You must above all be patient: progress is relatively slow, and it will be six or eight years before an athlete reaches full powers. This boy has now been training and racing for six years, and it will be interesting to see what next year brings. It is possible to pick out obviously more-gifted riders at an early stage, but whether they’re going to come through to international level is never certain – there are so many pitfalls, so many variables.

The transitional stage from Junior to Senior is the most difficult time; so I’m encouraged by the way the sport will be subdivided in future, with Junior, Under-23, and Elite Athletes. It seems a more logical way to divide our athletes, and it gives some purpose to the young riders in transition. If they’ve got clear objectives as 18, 19, 20-year-olds, then they might make that successful transition to international Senior.

Introduction 
Whatever method of training is used, the basic principle of progressive overload should be considered (Pickering 1972). That is, ensuring that the work load is set at a slightly higher level than that to which the individual is normally accustomed, and gradually increasing the work load over time. Consideration should also be given to the concept of the specificity of training (Watson 1983 and Fox 1984). Best results usually occur when the majority of training for a particular sport bears a close resemblance to that sport, both in terms of type of training and any equipment used.

For cycle racing the majority of training is done riding a bike on the road or a track. However, weather conditions or other factors may occasionally preclude such training and, if the rider wishes to continue on-the-bike training during this period, an alternative method must be found. Recently, increasing use has been made of inexpensive indoor training devices to provide the necessary work load. This article reports on the results of a series of training sessions for which the subjects attached their own bikes to an ergometer designed by the author (Brooke and Firth 1974), as shown in Figure 1.

Method 
Six male racing cyclists, mean age 22 years, took part in intermittent work training sessions three times per week (Monday, Wednesday and Friday) over a period of 12 weeks. During the same period they competed at the local Track League one night per week and in road time trials over 10 or 25 miles on Saturday and/or Sunday. The whole series of training sessions took place during the middle of the racing season (June – August 1972), when the subjects had long since completed their basic endurance training and were thus able to tolerate the high levels of work output involved. Each subject taking part in the training sessions rode his own bike attached to the ergometer and completed the following routine:

• 5min ride at approx 90 pedal rev/min, work heart rate 155 – 165 beats/min;
• 2min rest (pedalling slowly);
• 5 x 2min at approx 100 pedal rev/min with 30sec rest between each, work heart rate 170 – 180 beats/min;
• 5min rest (pedalling slowly)
• 10 x 1min at approx 110 pedal rev/min with 30sec rest between each, work heart rate 175 – 185 beats/min;
• 2min rest (pedalling slowly);
• 10 x 30sec at approx 125 pedal rev/min with 30sec rest between each, work heart rate 180 – 190 beats/min.

Typical exercise and recovery heart rates from one subject during a training session are shown in Figure 2. These, and all other such heart rates were measured by placing a hand on the left side of the subject’s chest wall for manual palpation.

Table 1 shows the comparison between this heart rate measurement procedure and heart rate calculated from an electrocardiograph, using Students t-statistic. The statistically insignificant difference between the two methods indicates the validity of manual palpation for these levels of work heart rates.

For the majority of the training sessions monitoring of the heart rate throughout was considered impractical, so they were checked at the following intervals:

• 5min continuous ride – after 3min and again in the last 10sec;
• 5 x 2min rides – in the last 10sec of the third work period and again in the last 10sec of the fifth work period;
• 10 x 1min rides – in the last 10sec of the third, fifth and tenth work periods;
• 10 x 30sec rides – in the last 10sec of the third, fifth and tenth work periods.

Data from five of the training sessions at intervals of three weeks were analysed to test statistically any improvements in the training work loads, using Students t-statistic. The same procedure was used for the subjects’ race performances over 10 miles and 25 miles at the same intervals. Finally, the relationship between any improvement in the training work loads and the race performances was also tested statistically using Pearson’s correlation coefficient.

Results 
Table 2 shows the means and standard deviations of the results of five training sessions at intervals of three weeks. The table also shows the overall mean power output of each session, together with race results at 10 miles and 25 miles at the same intervals.

Statistical analyses of the improvements in overall mean power output during the training sessions, and in the mean race speeds over 10 miles and 25 miles were carried out. There was a significant improvement of the overall mean power output in the training sessions after three weeks (p ‹ 0.010), six weeks (p ‹ 0.001), nine weeks (p ‹ 0.010) and twelve weeks (p‹ 0.002). The improvement in mean race speed at 10 miles was not significant after three weeks, but was significant after six weeks (p ‹ 0.010), nine weeks (p ‹ 0.010) and twelve weeks (p ‹ 0.010). Improvement in race speed at 25 miles was also not significant after three weeks but was significant after six weeks (p ‹ 0.10), nine weeks (p ‹ 0.050) and twelve weeks (p ‹ 0.010).

Figure 3 gives a graphical illustration of the relationship between the overall mean power output in the training sessions and race performances at 10 miles and 25 miles. The figure shows a strong positive correlation between overall mean power output in the training sessions and performance at 10 miles (r = 0.935, p ‹ 0.001) and 25 miles (r = 0.979, p ‹ 0.001).

Discussion 
It is not the purpose of this article to suggest that this training method is superior to other on-the-bike methods. The statement is that this form of training is a valid method which follows the principles of progressive overload and the specificity of training. This can be shown from a number of standpoints.

General. It can be seen from Figure 3 that there were significant improvements in the subjects’ ability to tolerate the power output demanded in the training. Similar increases have been elicited in initially untrained subjects exercising on bicycle ergometers (Gleser and Vogel 1971). The present subjects however, were well accustomed to regular training, both immediately prior to this 12-week program and in previous years. During the course of the training period the six subjects recorded between them 38 personal best performances in 10 miles and 25 miles time trials. None had shown such improvement in previous years.

Progressive Overload. As the ability to tolerate a particular work load improves, the heart rate at that load becomes less (Rowell 1964 and Ekblom 1968). Conversely, to keep the work heart rate at a constant level the work load has to be gradually increased over time. This latter statement follows the principle of progressive overload and was adopted as the basis for setting up the training program reported here.

Fitting the subjects’ own bikes to a calibrated training device meant that the work load could be set for each individual. It could also be compared with what had been used in previous sessions and with race performances. By keeping the work heart rates within the ranges specified for each section of the training session, it allowed any improvements in the subjects’ fitness to be immediately noticed and catered for by a regular increase in the work load. Thus the training system provided a constantly updated record of how each subject was reacting to the training program, vital information for maintaining motivation.

Specificity of Training. Comments are frequently made on the specificity of fitness, the way in which it is attained, and the way it is assessed (Rasch and Morehouse 1957, Hamley and Thomason 1967, and Astrand and Rodahl 1970). The strong relationship in the present study between the training and competitive work levels is not surprising when one remembers that, in both situations, the subjects used their own bikes, to which they were well accustomed.

Intermittent Work. Whilst it is true that a time triallist needs a good cardiorespiratory capacity (Brooke, Hamley and Stone 1970), there is also a need for a high power output. After all, the prizes in such competitions are awarded to the fastest (most powerful) rider. To keep a maximal stimulus on the oxygen uptake and the cardiac output during continuous exercise it is only necessary to work at about 80% of maximal work output (Astrand and Rodahl 1970). Higher intensity work only exhausts the subject sooner without further increasing either the cardiac output or oxygen uptake. However, it seems that a higher work intensity is required to tax skeletal muscle capacity (Nett 1970). By using an intermittent work training method it is possible to use a much higher work load whilst still keeping a strong stimulus on the cardiac output and oxygen uptake (Astrand and Rodahl 1970).

Racing cyclists need to produce a mean power output of approximately 235 watts to maintain a speed of 23mph, and approximately 300 watts to maintain 25mph (Whitt 1971). In the present study the subjects were close to these race speeds at the beginning and end respectively of the 12 weeks training period. Their overall mean power output during the training sessions were 338 watts at the beginning of training (representing 26.25mph) and 418 watts at the end of the training period (representing 28mph). This shows that the use of an intermittent work schedule allowed the subjects to tolerate greater stress in training (albeit for short work periods) than they encountered in their best competitive efforts.

Pedalling Rates. It has been shown that racing cyclists prefer pedalling rates in the range 90-120 revs/min, and even as high as 150 revs/min (Ulmer 1973). Ulmer concluded that power output rather than efficiency is the prime consideration when cyclists choose the “most favourable” gear ratios, and thus pedalling rates for a particular competition. The pedalling rates used in the training system reported here were based on these considerations.

Exercise Heart Rates. The exercise heart rates of cyclists competing in road time trials have been reported to be in the range 170 – 195 beats/min (Brooke and Davies 1971). This highlights the intensity of the load placed upon the cardiorespiratory system, and the need to replicate this in training situations. The heart rate ranges used in this study were based on these research findings.

Conclusions 
Indoor simulated cycling training appears to be a valid training method which complies with the principle of the specificity of training. If the system is calibrated it permits measures to be taken of the work load imposed upon the subjects during each training session, for the work load to be modified according to individual needs, and for it to be compared with race performances during the same period.

The use of intermittent work training methods allows the subjects to tolerate greater work loads than normally met in the course of competition. Thus the training method follows the principle of progressive overload

References 
Astrand, P.O. and Rodahl, K (1970): Physical training. Textbook of Work Physiology.

Brooke, J.D., Hamley, E and Stone, P (1970): A review of the physical and mental state variables that predict ability at bicycle time trial riding.Proceedings of the World Congress of Sports Medicine. British Journal of Sports Medicine.

Brooke, J.D., and Davies, G.J (1971): The energy requirements of a sports group carrying out prolonged severe exercise over hours. Glucose Ingestion and Physical Work, Salford University, 2-3.

Brooke, J.D. and Firth, M.S. (1974): Calibration of a simple eddy current ergometer. British Journal of Sports Medicine, 8, 2/3, 120-125.

Ekblom, B, Astrand, P.O., Saltin, B, Stenbourg, J., and Wallstrom, B. (1968): Effects of training on circulatory response to exercise. Journal of Applied Physiology, 24, 518-528.

Fox, E.L. (1984): Sprint and endurance training: methods and effects. Sports Physiology, Holt-Saunders, 202-205.

Gleser, M.A., and Vogel, J.A., (1971): Endurance effects of work-rest schedules. Journal of Applied Physiology, 31, 735-739.

Hamley, E.J., and Thomas, V. (1967): Physiological and postural factors in the calibration of the bicycle ergometer. Proceedings of the Physiological Society, April, 55-56.

Nett, T. (1970): Physiological basis of running. Run, Run, Run. 32, 222-223.

Pickering, R (1972): Strength training for athletes. British Amateur Athletic Board, London.

Rash, P.J., and Morehouse, L.E. (1957): Effect of static and dynamic exercise on muscular strength and hypertrophy. Journal of Applied Physiology, 11, 29.

Rowell, L.B., (1964): Limitations of predictions of VO2max. Journal of Applied Physiology, 19, 5, 919-927.

Ulmer, H.V. (1973): The pedalling speeds of racing cyclists participating in track racing and ergometer trials. Sportarzt und Sportmedizin, 4, 77-82.

Watson, A.W.S. (1983): Features of training: warm-up, motor unit types. Physical Fitness and Athletic Performance, London, 72.

Whitt, F.R. (1971): A note on the energy expenditure of sporting cyclists. Ergonomics, 14, 3, 419-424.

Riders come to coaches to know how to get better results, not loads of theory.
What we have to do is learn to communicate: more, skilfully, often, and better.

Imagine the scene, a room full of very enthusiastic young riders, mostly aged under 16, all under 18, brought together, via their schools and clubs, under the initiative of the local council. Many are accompanied by their parents, and all are very receptive and willing to learn. The lecture starts, the two exercise physiologists who have been brought in for the evening start to explain the subject matter. The evening goes on and information is imparted, diagrams are drawn, the riders are put into small groups and discuss what they have learned and how it applies to their training. A question and answer session follows, and after more talk, the meeting doses. Some riders and parents (many of whom are bikies) hang around to ask more questions. A typical meeting of its type. This is the future of our sport – or is it?

Afterwards I talked at length to the two guys giving the talk, and we discussed what we thought was good and bad about it. I had met them both before and know one quite well, so they were interested in my view as a coach: in other words it was a candid, two-way discussion. The vast majority of the problems were minor but all too familiar with a group of mixed age and ability like this had been. As we reviewed what had happened, and in particular what we thought were the shortcomings of the actual presentation and some of the problems in getting the message across, one of the sports physiologists commented that perhaps we are getting it all wrong. maybe the physiologists shouldn’t be doing the actual coaching. but dealing with the coaches, giving them the latest and best information on sports physiology, and letting the coaches deal with the riders.

That statement rattled around in my head for several days; in fact I rang the guy to talk through it again. It just seemed so simple and yet, as is so typical, it took that sort of environment to focus on the problem and bring out the obvious. What a statement like that actually does is ask more questions than it answers.

I must say at this stage that none of what I’m talking about here is in any way critical of the sports physiologists themselves – quite the opposite: I have the greatest respect for them and the work that they do, a respect that is further enhanced by anyone brave enough to look at themselves critically and say what they are good at and what they are not, and to look for ways of improving their weaknesses even if that means using other people’s expertise in that area. The real question that this asks is: do we have the range of expertise available? If we have, are we using it? And if we haven’t, are we doing anything about providing or improving it?

So, what are the problems? Firstly it seems obvious that we have to do more to ensure that it’s the qualified coaches who do the coaching and then find ways of encouraging regular dialogue between the sports physiologists and the coaches. That doesn’t only mean for the lucky ones like me who (because of where I live and because of the riders I coach) visit or phone Chichester College on a regular basis and so often have the opportunity to talk to the guys based there. It should mean all the coaches, including (perhaps especially) student coaches or newly qualified ones. If coaches are expected to do the best job they can, then they deserve to get all the up-to-date information available on a regular basis; and moreover, information which is offered in a manner or in an environment where they get a chance for discussion.

Secondly there is the general question about communication skills. I am not aware that any part of our coaching qualifications tests more than basic skills of communication; since I believe that the ability to communicate information to the riders in a form to which they are receptive is a coach’s greatest skill, then this does seem a sad omission. This again focuses on the situation identified in the original statement: are we using people’s skills effectively and are we trying to improve the important coaching skills that may be lacking in the majority of us?

So far I seem to have asked a lot of questions, but to be honest I’m not sure that I have that many answers. One of the main points of writing something like this is to provoke thought and ideas from you the reader, but I will list what I see as some basic solutions. I am sure that Cycle Coaching Magazine will be only too pleased to be a forum for further discussion and ideas on this or any other subject aimed at improving our ability to coach.

I’ll start with the sports physiologists. It seems to me that we assume that their sports science degrees automatically makes them coaches when in fact this is not the case. In order to become successful coaches they must add the necessary practical and interpersonal skills to the science-based ones they already have. Otherwise it would be like asking an R & D department to market the product they have just invented, a recipe for disaster in almost any business environment. The skills they have are in exercise physiology and these skills are often theoretical. Many of the discussions I have with them are about the practicality of the ideas they are putting forward. Also, by the very nature of what they do, they are at the cutting edge of new concepts, not all of them proven, and I am sure they would agree that all these ideas should not necessarily be adopted wholesale without trial, or at the very least without question. In many cases their new thinking only applies to certain aspects or disciplines within cycling and it would be wrong to assume it is the best thing for all types of rider under all circumstances.

How, when, and indeed if, the science is applied to riders should be a coaching decision based on a knowledge of the individual, not a scientific one based on models. That said, the work they do is very important and as coaches we need them to challenge traditional ideas because that’s how we make improvements. It is with discussion and refinement that these new concepts will, when properly and practically introduced, lead to success.

On the subject of the communication of those ideas to us as coaches there are many ways that this could happen, always bearing in mind the ever-present enemies of time and cost.

• Features written by the sports physiologists in Cycle Coaching Magazine

   

• Information updates produced and sent out jointly by the sports governing bodies and the ABCC

   

• Regular updating and upgrading of the coaching exam syllabus to include the work they have done

   

• Regular regional meeting between the physiologists and coaches, with specific regard to the level of coaching experience and expertise of those involved

   

• Regular field testing of new ideas done in conjunction between the physiologists and specific coaches

   

• Publication of the results and findings of such tests

   

• The adoption of a long-term view with regard to new ideas, their testing and the results

I am sure there are many more but that would seem to be more than enough to start with.

A coach’s ability to communicate with the riders is vital, yet it is probably the most difficult skill for him to acquire. As coaches.we are sponges for information (indeed in this very article I am asking for that flow of information to increase), but how good are we at digesting and regurgitating it in a form that is both acceptable and informative to the riders? I think, maybe for the good coaches the ability to communicate successfully is not a problem: in fact that ability is probably one of the main things that makes them good coaches. It is certainly not good enough to give out information, from books or any other source, verbatim. It is also clear that while they want, and indeed deserve, a degree of explanation, the riders only really want to be told what to do to get the best results. They certainly don’t want all the theory – after all that’s exactly what they come to us for, to avoid having to learn that theory, and so shortcut the collecting and leaming process while obtaining the benefit (and results) that the knowledge provides. This all goes to suggest that the coach’s job is indeed one of communication; unfortunately it doesn’t get us any nearer the process through which we can improve it.

I have a business background in sales and marketing and have attended and indeed given many training courses. Perhaps it is this style of business training that we should be looking at, or maybe there are those amongst us who are directly involved in this sort of training and know of, or could produce a programme aimed at improving communication skills. If we wish to improve the quantity and quality of cycle coaching in this country then we must look for avenues of this sort to help us do the job better. It is sad that most riders, while they are happy to spend thousands on equipment, expect coaching to be free. It is only by producing a quality product and marketing it effectively that we will change this attitude and put a value on what we do, a value so essential to our future. I hope I have, at the very least, made you think. If we want improvement, then we must be prepared to work for it. I am sure that between us we have the skills and ability to make things happen; after all, who’s coaching the coaches?

One thing’s for sure: the more informed and better communicated the coaching, the better the riders, the better the results.

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Minutes of ABCC Committee meeting

Held at Lancaster 12^th January 2013

Attending: Terry Bell (Chairman) Chip Rafferty (Treasurer) Mark Wilcox (Editor)Mark Gorman (Administrator) Richard Guymer, Gerry Robinson, Martin Nash and Duncan Leith.

Apologies: Dave Wall, Gordon Wright, Bob Hayward, Malcolm Smith, David Percival and Lewis Hall.

Minutes of the last meeting.

Minutes of the Committee meeting held 12^th October 2012 were agreed to be a true and correct record of the meeting.

Matters arising.

The Administrator asked if there had been any feedback or upturn in business as a result of recent advertising. There appeared to be no indication either way. A question will be added to the new members form, asking how the applicant heard about ABCC. Action Mark Gorman

Chairman’s Report.

In view of increasing costs both of rail tickets and transport costs, the Chairman proposed a rise in travel expenses for meetings to £0.50 per mile. Passed unanimously.

Terry went on to cover the business undertaken over the past year and a view of how current projects can be maintained during future years.

The majority of work, particularly during 2012 had fallen on the Chairman and Administrator. In order to continue with the development and updating of the course and other projects, he suggested that rather than individual efforts, sub-committees be formed to take on some of the tasks. This would be particularly suited to review of the course material.

The Chairman also stated that following on from a paper written by Ray Minovi in 2007, there were areas in cycling other than the traditional club scene which could be exploited. These include, triathlon, cycle sport and recreation. This has begun to happen but has great potential for expansion.

The website has been a particular problem during 2012. Having had a new website and database constructed and nearing completion our webhost ceased trading at the end of the year. This meant that much of the work already completed had to be re-done but is now almost complete. However, there remains potential for more streamlining and time saving in the future.

The Chairman stated that during the course of the year he had incurred considerable extra expenditure as a result of his post. This amounted to over £900. Mark Wilcox requested the Chairman left the room whilst the matter was discussed. It was agreed that a one off honorarium of £1000 be paid and that a vote of thanks for his efforts be recorded.

Editor’s Report.

The latest edition of The Journal is due for dispatch next week. There have been some articles from new contributors which is encouraging, together with some from academic sources. However, as always more are required.

Treasurer’s Report.

The accounts for the 2012 financial year are complete and will be forwarded to the auditor before the end of the month. Subject to audit the figures are as follows:

Income £53,115.50, expenditure £54,690.69 leaving a deficit of £1575.19.

The overspend during the year was accounted for by advertising, administration costs and the new website.

 The projection for 2013 based on average numbers for course and membership take up over the last 3 years is as follows:

Income £53,500 based on no increase in membership fees and course costs at the level set on 1st January.

Expenditure of £48,878 based on continued uptake of insurance, a break even figure for Pedal Power, savings on Journal dispatch and maintaining current levels of administration cost. If correct this will lead to a surplus of £4622.

 Administrator’s Report.

As at the date of the meeting 179 membership renewals had been processed. Of these, 54 had requested a printed copy of The Journal via the survey, which could lead to a significant saving.

54 new students had registered for the course in 2012 and progress for most was moving on. Two students had signed up in 2013 and a number of enquiries had been received indicating that the cost increase was not having an influence.

It is becoming apparent that the balance of students is moving away from the traditional club cyclist and more towards the leisure, sportive and touring rider. This is likely to increase the workload of the Administrator and mentors.

The planned course review is complete and the updated modules are being issued to students. This has required a considerable effort from all involved and as stated by the Chairman may be better left in the hands of a sub-committee to review material on a rolling basis. The equipment and training with power elements were identified as requiring updating.

The website in now up and functioning under Designworks, run by Rory Black who made a brief visit to introduce himself and answer questions. The site is fully functional and interactive allowing members access to their own and ABCC information. The online membership function has been used by some members but increased use would result in some cost savings.

The online database is now being used although offline backups are in place and will run in parallel until such time as the system is proved to be robust.

It is hoped that a fully interactive course can be made available shortly.

The number of members volunteering for mentoring, assessing and examining has gone down with the loss of some long term members. Future renewal forms to have volunteering options displayed prominently. Action Mark Gorman

The workload over the past 12 months had been considerable. With several posts, notably, webmaster and mentor coordinator being unfilled these tasks have fallen under the remit of the administrator. These together with the coordination of the module updates, student interaction and website specification and supervision have taken a considerable amount of effort. It is hoped that having achieved much of this, future time savings can be made.

Pedal Power.

 Lewis Hall has volunteered to run Pedal Power in 2013. In light of the experiences of the Chairman in 2012 it was thought sensible to offer some help. This will take the form of a sub-committee, Martin Nash and Duncan Leith volunteered to assist Lewis.

A firm theme and list of prospective speakers should be provided no later than the next committee meeting and any suggestions from the membership would be welcome.

Closure

There being no further business the meeting was closed at 3.50pm.

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Committee Meeting

22nd July

Apologies – James Smith, Malcolm Smith, David Percival (resignation), Jim Sampson

Attending – Bob Hayward, Mark Gorman, Richard Guymer, Gerry Robinson, Dave Wall, Martin Nash, Gordon Wright, Lewis Hall, Duncan Leith, Terry Bell, Chip Rafferty

Minutes of the last meeting – These were agreed as a true and correct record of the meeting held on 20th May 2013.

Matters arising – There were no matters arising which were not covered by the agenda.

Membership – This currently stands at 507, the next influx of members will trigger the need to pay the next stage of the insurance to Perkins Slade.

Outside Organisations – As agreed at the last meeting the Administrator contacted BSCA requesting details or their courses and qualifications. No response has been received to the three requests. Therefore, existing BSCA members of ABCC will retain their rights but no new members will be accepted. Action, Administrator to write to BSCA informing them of the situation.

Postage – Now that the new franking machine has been running for a reasonable period, it has been possible to assess the benefits. With current usage, the cost of consumables, postage savings and the price of purchase, it is estimated that it will be 18 to 24 months before the machine has paid for itself and we see any significant savings.

Senior Coach – An application for Senior Coach had been received from Lionel Reynaud. The application was approved unanimously.

The Chairman thanked the Administrator for his efforts

Treasurer – Current bank holdings stand at £36,980. In addition there is over £2,000 held in the Paypal account for online payments. This Paypal account is currently tied to the old Natwest bank account. This will be transferred to the HSBC account as soon as possible.

The audit of the 2012 accounts is now complete. It showed that the conference cost more than usual, due to the two day format. Meeting costs, postage and stationary were also up on previous years.

A proposed fighting fund for Pedal Power was not required by the organiser.

As agreed at the last meeting, additional signatories are being added to the account. The addition of the Administrator is almost complete.

Dave and Martin requested that at future meetings, the Treasurer supply a copy of current income and outgoing in various categories to ease comparison with previous income and spending.

Dave also requested that cheques be retained as a method of payment. There are no plans to move to a totally online system.

Journal – James Smith who is editing the current edition of the Journal has sufficient material for a 20 page edition. Gordon will liaise with James to ensure quality control of the content and the overall tone of the Journal. The Administrator will supply a short piece regarding the current state of ABCC. Space should also be held open for information regarding the Conference. Gerry also volunteered an article. A full draft copy to be supplied to all committee members prior to publication to check before final approval.

Membership – The Administrator proposed that membership categories be clarified. These currently consist of  Full Members, with or without insurance and Associate Member encompassing all others. The Administrator will investigate the viability of a category of membership supplying only copies of the journal and access to articles. It was thought that there would be scope to develop a good income stream from our article catalogue.

Website – Only one formal application for the post of Webmaster had been received, from Richard Reade. Richard was therefore appointed. The Administrator will arrange with the webhosts to provide access to the website and social media.

Now that the current database has been running for more than 6 months, the Administrator requested permission to cease duplicate recording, which was agreed. Backups of the database will be made on CD once every 4 months and copies supplied to the Chairman and Dave.

Pedal Power – Lewis confirmed that we are aiming at a small loss of £1000 for Pedal Power. This is based on an attendance of 40 at £30 per head, room hire at £90 and catering costs of £700, printing £100 and £1000 for speakers. A press release will be produced and leaflets will be included in the next Journal, as well as hand distributed, and emailed to members. 200 printed leaflets will be required.

Mike Burrows – will be the recipient of the Ramin Minovi medal. He will speak on bike design based on his recent book.

Adam Topham – will speak on time trial training and racing. Gordon Wright will stand in, should Adam not return from South Africa on time. Some funds should be made available to provide suitable transport for Adam and his family.

Patrick O’Kane and David Hearn – will cover Bikeablity. A DVD will be available. The main thrust being the delivery and focus of the programme. In order to keep to the timetable, questions may be moved to the lunch break, outside of the session.

Lionel Reynaud – will speak on optimising power and power to weight

Each session will be approximately 45 minutes with 15 minutes for questions. The draft timetable being

1000 Opening address
1000 1045 Bikeability
1045 1100 comfort break
1100 12.00 Lionel Reynaud
1200 1245 AGM
1245 1330 Lunch
1330 1430 Mike Burrows
1430 1445 comfort break
1445 1545 Adam Topham

If time is available Kevin Dawson will be interviewed at the end of the session to complete his coaching qualification.

Session Chairman will be Martin for the morning and Duncan for the afternoon. The Administrator will cover registrations. Chip will assist Lewis on the day should any problems be encountered.

We will have access to the museum at 9.30am to set up. A time extension to 5.00pm is also available should it be required.

Module 3 – This is currently the largest and most diverse of all the modules. As stated at the last meeting, it is in need of some revision and updating. The Chairman suggested that for ease of use the drafting be done in Microsoft Word. Martin will attempt to convert the document into Word Format.

Road training – To be reviewed by Bob

Training Levels and HRM – Gerry
Levels of training intensity

Power based levels – Duncan

Time trial – Possibly Adam Hardy, Richard to supply details of proposed changes

Cyclo Cross – Lewis

BMX – Martin to approach Birmingham BMX with a view to supplying information

Cycle Speedway – Richard to approach a possible contact regarding expanding the information

Women, Children and Veterans – Gerry and Mark to work on expansion of the current unit

Gordon suggested that more be included on training diaries, feedback and control. Gordon was also asked if he would contribute a section on R to R.

At this point the possibility of a practical leadership assessment was raised. It was thought at this point that a theoretical module would be more appropriate and that those interested in practical leadership to steered towards suitable courses.

Assessment – Gordon requested confirmation from the Administrator that only 25-33% of students complete the course. This is correct. It was therefore suggested that the assessment of the practical elements of the course be revised as a matter of urgency. This would involve a re-write of the guidelines for the year plan and presentation. Bob proposed that rather than supplying a full plan for a year, sample weeks be requested covering various periods during the year. These being Winter, Pre-season, Racing Season, Peaking, Winding down and Off season. It was also suggested that in season recovery periods be included.

The provision of standard rider profiles would also aid the student and marker. Dave requested that when complete, all examiners and assessors be provided with the same information as the students. Bob and Mark will undertake the re-write with a view to assessing a trial group of students as soon as it is complete. If successful, this new assessment package will then be offered to all students who have previously completed the 6 training modules.

Any other business

1. The Administrator requested permission to order the next batch of 20 child protection courses, agreed.
2. Martin requested that an up to date contact list be circulated for all committee members, action Administrator.
3. Martin Stated that the latest QCF for MIAS would be active from 1st August 2013

Date of the next meeting – This was set as 7th October 2013 at Coventry.

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Sunday 10th November at Coventry Transport Museum.

Click here for a brief taster of what is on offer.

Minutes of ABCC Committee Meeting
Monday 7th October 2013 11.00am 

Transport Museum Coventry

Apologies
Malcolm Smith, Richard Guymer Chip Rafferty Richard Reade, Martin Nash, Jim Sampson, Terry Bell

Attending
Bob Hayward, Mark Gorman, Gerry Robinson, Dave Wall, Gordon Wright, Lewis Hall, Duncan Leith

Minutes of the last meeting – These were agreed as a true and correct record of the meeting held on 22nd July 2013.

Matters arising – BSCA have been informed by registered letter that only when their course and assessment details are reviewed, will we accept new members from them.

Franking – We have recently received an invoice to cover service and maintenance of the machine. In view of the limited usage and break even date it was decided to discontinue the maintenance contract.

Pedal Power – To date just over 20 registrations have been received. Details and the application are available via the website and Facebook. Lewis requested that an email reminder be sent regarding the early start and that doors would open at 09.00 (action: Administrator)

A cheque for £90 will be required to cover hire of the venue.

Since the last meeting, due to his travel arrangements, Adam Topham will not be able to attend. His slot will now be covered by Gordon Wright.

Profile information on the speakers is available via the website

Lewis will write to current cycling magazines with the aim of publicising the event.

An invitation will be sent to British Cycling.

Kevin Dawson will be interviewed by Jim Sampson during the lunch interval, in order to satisfy the presentation element of the course.

Administrator –
Membership – This currently stands at 608, this increase over last month has meant that the next payment to Perkins Slade has been made.

Proposed that membership fees remain at the current level £35 uninsured and £52 insured for 2014, passed.

Proposed that a rolling renewal scheme be instituted to spread the workload and to increase the benefits to members joining part way through the year. To commence on 1st January 2014 if agreed by the AGM. This will mean a change to the constitution (item 9) a motion proposed by the committee is shown below.
“9. Subscriptions
The annual subscriptions for all classes of members shall be determined by the Committee and be communicated to members on the membership renewal forms. Such subscriptions shall be due from the date of obtaining membership and thereafter on that date each year. Should subscriptions not have been paid within 6 months of that date, membership will be deemed to have lapsed.”

The Chairman thanked the Administrator for his efforts

Treasurer – Current bank holdings stand at £34,725. A copy of the current state of the account, including income and expenditure was circulated. In addition to the bank holdings, there is  £2,940 held in the Paypal account for online payments. It is proving a difficult process to free these fund, due anti money laundering regulations and the way the account was set up. However, work is progressing on achieving this.

It was requested that copies of bank statements be sent to Martin Nash, as one of the signatories (action: Chip Rafferty)

The previously mentioned change of accounting year will require approval by the AGM and a motion to change the constitution (item 18) to show 1st July to 30th June, will be proposed by the committee.

Journal – The production of the first Journal under James Smith’s editorship was deemed a success. A well balanced Journal. Some of the contact details were incorrect and will be addressed in future editions. It was suggested that some additional features be added in future. These included, book reviews and readers comments. It was also suggested that the back cover not contain journalistic text but would be better reserved for an advertisement or left blank. It was proposed that James continue for a further 4 editions. The next being due before the end of the year, to coincide with distributing membership renewals.

Website – The webmaster had been out of circulation, abroad, for a considerable period but has now returned and wishes to continue in the post.

It was suggested that a full review of the website content be conducted at the next meeting.

In accordance with the minutes of the last meeting, back up copies of the database were supplied to Dave Wall and Bob Hayward by the Administrator.

Module 3 – Work on the revamp is progressing. Martin Nash has supplied a copy of the module, converted to Word format, to the Chairman. This will be distributed to the committee.

Road training – This requires no additional text but some updated images

Training Levels and HRM, Levels of training intensity – Gerry has submitted an initial draft of this work. However, a further revision is in progress. Therefore, proof reading and peer review will be held until this is complete. The use of a 3 level HR system was discussed. This should be mentioned in the material but emphasis placed on its use for elite riders.

Power based levels – Duncan has been collecting material on power devices. The Administrator suggested that rather than focusing on devices we should give an outline of methods of power measurement. That this should be supplemented by information on testing and then the use of power to provide training schedules, in line with other chapters. Work to continue.

Time trial – Adam Hardy has begun work on the basis of the specification previously circulated.

Cyclo Cross – Work will commence once Pedal Power is over.

BMX – update to await the attendance of Martin

Cycle Speedway – An approach has been made but a response will require information from Richard Guymer on his return.

Women, Children and Veterans – Gerry has supplied some information on young people and will approach a suitable female to update the current information.

Assessment – The new year plan assessment has been sent to some stalled students as well as new students reaching this stage. To date only one has been returned and marked. It is therefore to early to assess the impact.

The requirements for senior coach, level 4 were updated some years ago. As some of the criteria are not open to all applicants and others are no longer used. It was decided that a review will be instituted to create a measurable means of assessing prospective senior coaches. Consideration to be given to methods of achieving this with a view to presenting them to the next meeting.

Proposals – To introduce the PCCA for road riders. There has so far been no demand for this. Such courses providing practical leading skills are provided by other bodies, with which we do not wish to compete.

Date of the next meeting – This was set as 3rd December 2013 at Coventry.

The latest Committee Meeting minutes have now been posted to the Members Only section.

http://www.abcc.co.uk/committee-meeting-7th-october/

Please refer to Programme of Events for next week’s Pedal Power 2013 (Coventry Transport Museum)

http://www.abcc.co.uk/pedal-power-2013-2/

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Exchange ideas and learn from other coaches in different sports
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Practical, hands-on learning to develop your coaching
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