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WELCOME

STA R T LI N E 09.01 NEW

n 2002 I was sent to Manchester Velodrome to take a look at GB’s brand new UKSI bike. It was in Peter Keen’s oﬃce and, in all honesty, was a bit underwhelming. It went on to be one of the most successful bikes ever made. So when the new Hope bike launched in November I knew we had to go see it. Read more from page 24. Having covered UCI tech reg updates since they came into being (with equal excitement and befuddlement) I’m fairly certain this bike will be banned post-Tokyo 2020. It fits all the regs now, but has committed one sin. One of the key facets of the UCI’s 1996 Lugano charter (a brief statement of intent that led to the extensive tech regs) is the bicycle’s status as a historical phenomenon that underpins the sports culture. The regs are there to The under-fuelling epidemic keep a bicycle looking like the bicycle that we have known and loved for over 100 years. And this is where the Hope/Lotus bike falls down. The front of it looks radically diﬀerent to what we think of as a bike. So later this year don’t be surprised if the UCI regs are updated in regard to a bike’s width and this model is consigned to the history books.

NEW – opinion pages

MY H I G H LI G H T S T H I S W E E K 08 Eddie Soens saved from cancellation 12 PREVIEW Cyclo-cross Nationals 30 Stevie Williams on battling back

SIMON RICHARDSON Editor simon.richardson@ti-media.com

Photos Andy Jones, Daniel Gould, Gett y

24 New era – new bike

What the hell? Jakob Fuglsang appears to question his life choices as he’s asked to pose on an invisible recumbent for one of Astana’s 2020 press shots. The bizarre shoot — from the team that brought you its riders starring in a rap video in 2019 — also featured a female press oﬃcer in a 1950s pin-up pose, a surly Laurens De Vreese in Aviator sunglasses making an obscene gesture, and management pretending to be Charlie’s Angels. You could never accuse them of being dull. Photo Getty Images

IN FOCUS

NEWS

Eddie Soens race saved at eleventh hour Local club and organiser rally round to reprieve Merseyside season-opener, writes Vern Pitt

new organiser and sponsor to run the race with local organiser Brian was set to step in and save Rigby leading the team. the historic Eddie Soens Rigby first messaged Lawrenson last Memorial race, which has Saturday to enquire about taking the race served to open up the British racing season on. By Monday he had got the approval of for generations, after its future was the regional board and entries were opened threatened by financial diﬃculties. on Monday evening. The Soens, run in early March around Rigby said: “I’m in construction so I’ve Aintree’s road circuit, has been a fixture of managed to get some of my own pedestrian British racing since it was founded in 1962 barriers and get my own truck for a podium and has run every year since, except in truck — that eradicates the deficit. Apex 2006 when heavy snow forced it to be Custom Clothing and N-Fuse Nutrition cancelled. Past winners include Steve have agreed to cover any remaining costs.” Cummings (as a junior), Doug Daily, Russ He added that British Cycling is also Downing and Ed Clancy. reviewing the risk assessment Last week former organiser E D D I E S O E N S for the race and he hoped to be Carl Lawrenson announced R AC E ’ S M O S T able to increase entry numbers the race would have to be by 10 or 20 riders. PROLIFIC cancelled. At that time he said: Lawrenson, who has run the W I N N E R S “It’s been brewing since we lost event for nearly two decades, Doug Dailey 4 said: “Perhaps even I our sponsor because it costs Tony Gibb 4 underestimated the amount of quite a lot of money to put on Ed Clancy 3 as it’s on a closed circuit. feeling that attaches to this Billy Whiteside 2 event. I think there are certain People assume when it’s not Dave Williams 2 events, and I didn’t necessarily on a road it’s cheaper, but it Eamonn Rooney 2 think the Soens ranked among isn’t. We’ve been looking for Matt Bottrill 2 them, that are bedrock events other sponsors.” Matt Illingworth 2 and if there is a threat of He added: “The other thing that was a problem was the renewed risk assessment reduced the Matt Bottrill (r): “it gives numbers we could have. We had fields of everyone an opportunity” over 300 in its heyday and it went down to 160 in recent years so you can imagine the impact that that would have.” Now the Harry Middleton Cycling Club, from Ormskirk, has stepped forward

“Loads of people were saying thanks for putting it on” 8 | January 9, 2020 | Cycling Weekly

And they’re off: the backdrop of Aintree racecourse always signals the start of the domestic season

biggest handicap race on the calendar, attracting riders of all calibres. Last year’s winner, veteran Matt Bottrill said: “One of my old team managers said if you can win the Eddie Soens your future in cycling will be a good one. Also if you win a big event at the start of the year you’ll be remembered for it throughout the year.” He added: “It gives everyone an opportunity — I’m 43. I can target the race, the youngsters can get to ride with some of the best riders in the country and it’s the only race that does that. “Ben Swift has done it riding for Sky — you can have a WorldTour rider doing it and a junior.”

Photos Andy Jones

them not happening people say, ‘Can I do anything to help?’” He had previously said entry fees would need to be hiked to something “in the region of £30” to cover costs without a new sponsor. Entries will now be £25 online or £30 on the line. Rigby said he hoped to be running it for another 18 years, like Lawrenson. “I’ve had a massive response, loads of people were saying thanks for putting it on. When I went to bed we already had 24 entries, which doesn’t normally happen in that time,” he said. The race’s salvation is a fillip for the British racing scene as the Soens is the The first race was covered by CW in 1962

Cycling Weekly | January 9, 2020 | 9

NEWS Froome’s recovery has hit a bump in the road

Froome’s Tour ride in doubt Fifth TdF title bid in jeopardy according to sports director

This revelation from within the Ineos camp about the uncertain status of Froome’s recovery has fuelled rumours that Egan Bernal will skip the Giro d’Italia and focus solely on the Tour de France as his main goal this year. The British squad, who have backed up their large sponsorship budget with seven French Grand Tour wins in the last eight years, are thought to be turning to their defending Tour champion for a result in France, despite the apparent wishes of the young Colombian to also ride the Giro d’Italia in May. This in turn would leave Richard Carapaz or Geraint Thomas to lead Ineos

at the Italian Grand Tour, with their new Ecuadorian rider poised to defend his Giro title. In better news for Dave Brailsford’s squad, it looks like the contractual tug of war between his team and Movistar over Andrey Amador’s services is nearing an end. The Costa Rican was spotted on a training ride on New Year’s Eve wearing Ineos kit and riding a team-issue Pinarello. The UCI is currently deliberating whether Amador can disregard the pre-contract extension agreement that he signed with Movistar after the 2019 Tour to instead sign with Ineos for the 2020 season.

Cyclocross Otegem (Jan 13) Recently crowned national champions will get the chance to wear their stripes once again or for the ﬁrst time. Multi-talented Mathieu van der Poel predictably won the Belgian race 12 months ago, while Denise Betsema was victorious in the women’s race.

New Zealand Cycle Classic (Jan 15-19) The ﬁrst stage race of the year gets under way in New Zealand, but unlike previous years, there will be no British contingent. Two stages look like being settled by GC contenders, while the sprinters will fancy their luck in the remaining three days.

RACING AHEAD Six Days Bremen (Jan 9-14) Dating back to 1910, but held as a regular event since the 1960s, the racing across six days takes place on a temporary 160-metre track, the tightest circuit on the scene and with some bankings as steep as 49 degrees. Nils Politt and Kenny De Ketele are among the riders competing.

10 | January 9, 2020 | Cycling Weekly

Photos Getty Images

hris Froome has suﬀered a setback in his return from injury, having left an Ineos training camp early with one of his sports directors saying he doesn’t know if the four-time Tour de France champion will recover in time for the race in July. Reporting on what has been printed in Italian cycling magazine Bicisport this month, website SpazioCiclismo says Froome left his team’s Spanish training camp after two days, with the 34-year-old’s recovery being described as “slow”. Dario Cioni, the sports director in question, said: “After two days of training in Spain, Froome, who aspires to win a fifth yellow jersey, returns home. He is not well and who knows if he will recover?” Froome’s recovery was thought to be going well — he was back riding on the road just 14 weeks after his horror crash at the Critérium du Dauphiné. He then returned to hospital for a further operation to remove metal work from his hip and elbow after riding in the Saitama Criterium in Japan.

NEWS

PREVIEW

National Cyclo-Cross Championships January 11-12

he women’s elite national cross champion will be crowned this weekend in Shrewsbury, and for the first time in 15 years, it won’t be Nikki Brammeier or Helen Wyman. Both Wyman and Brammeier announced their retirement in 2019 and have left the sport in a much better place for female

racers than they found it. Thanks to their post-cycling projects, Helen100 and MudIIIta Coaching, that work continues. The two cross stalwarts have dominated the women’s scene since 2005 and their absence means the elite women’s race is more hotly anticipated than ever. A strong field that includes the likes of National Trophy winner Ffion James (Hope Factory Racing), former under-23 world champion Evie Richards (Trek Factory Racing) and top-ranked rider Anna Kay

“The women’s race is hotly anticipated” 12 | January 9, 2020 | Cycling Weekly

(Experza Pro CX), will be vying to be the first new jersey wearer in a generation. In the elite men’s race, Tom Pidcock (Trinity Racing) returns to defend the title he won last year, but he will have plenty of challengers for the title. Last year’s podium finishers Ben Turner (Creafin-Fristads) and Thomas Mein (Tarteletto-Isorex) lead a long list of challengers, which includes Pidcock’s Trinity Racing team-mate Cameron Mason, who will battle the defending champion for the top podium spot. The winner of the elite race will more

Defending champ Pidcock will have to fight hard for the win

CONTENDERS Tom Pidcock (Trinity Racing) The reigning champion and best UK cyclo-cross racer for a generation, Pidcock will start the race in Shrewsbury as the undisputed favourite. This has been Pidcock’s ﬁrst season at elite level and a win would see the 20-year-old crowned both under-23 and elite champion and set him up well for the World Championships in Dübendorf. CW rating +++++

Shrewsbury Sports Village, Sundorne Road, Shrewsbury, SY1 4RQ Saturday January 11 9.35am Vet men (50-59) 9.36am Vet men (60+) 10.35am Vet men (40-49) 11.40am Vet women (all cats) 1.45pm U14 & U16 girls 2.15pm U14 boys 3.15pm U16 boys Sunday January 12 10.15am Junior women 11.20am Junior men 13.15pm Elite women (inc U23s) 14.30pm Elite men (inc U23s)

than likely also be the same rider who pulls on the under-23 jersey, such is the youthful state of the top UK cyclo-cross racers. The National Championships last came to this course in 2016 when Liam Killeen beat Ian Field to win his first national title. A condensed lap, the course is characterised by its many oﬀ-camber stretches, multiple steps and a technical woodland section. If it’s muddy, the Shrewsbury course has the potential to be a real gladiatorial battle, with the technical sections becoming increasingly easier to run rather than ride.

Thomas Mein (Tarteletto-Isorex) A podium finish last year was the culmination of an impressive season at under-23 level for Mein. The 20-year-old has once again had a productive season and took a huge win at the under-23 World Cup in Tabor. Expect him to be the closest challenger to Pidcock this year. The depth, youth and talent of the elite ranks may well be more exciting than ever before. CW rating +++ Ffion James (Hope Factory Racing) Ffion James has had an incredibly impressive season domestically, winning a round of the National Trophy in Pembrey and never finishing outside of the top five, resulting in her wrapping up the overall women’s series. In last year’s round of the

Kay tops the points table

National Trophy held at Shrewsbury, James beat Kay to win the race. Will history repeat itself? CW rating +++ Ben Turner (Creaﬁn-Fristads) Last year’s runner-up, Turner has backed up last year’s results with yet again another solid season. Impressive placings in the Superprestige and World Cup races this year shows that the 20-year-old is on a trajectory for a bright future. Turner’s form going into this weekend means he is one of the names to watch for a podium place. CW rating ++++

Evie Richards (Trek Factory Racing) The former under-23 world champion will be keen to race for her ﬁrst elite national cross champion’s jersey. As the Trek rider showed once again in Namur this season, she performs best when the going gets tough and, as a powerful mountain biker, bad conditions and hard courses play to her advantage. Richards shines brightest CW rating ++++ when conditions are tough

Words Oskar Scarsbrook Photos Press Association, Getty Images

TIMINGS

Anna Kay (Experza Pro CX) The top-ranked British female rider this season, Anna Kay has been this year’s breakout star. Of course, the signs were obvious after her silver medal in last year’s National Championships in Gravesend, but Kay has gone from strength to strength this year with impressive results on the Continent in the Superprestige series and UEC Championships. CW rating +++++

Cycling Weekly | January 9, 2020 | 13

NEWS

John Rawnsley 1937-2019 Three Peaks founder and cyclo-cross pioneer

ohn Rawnsley, who has died aged 82, not only founded the Three Peaks Cyclo-Cross race, he won the first event in 1961 and went on to ride 45 editions, finishing on the podium a number of times. Equally impressively, the Bingley man organised 50 editions, before handing over to the current committee. The Three Peaks is an icon of the British cyclo-cross calendar, featuring the daunting Yorkshire peaks of Ingleborough, Whernside and Pen-y-ghent. The 61km event is around 10 per cent unrideable, with shouldering and running techniques playing a significant part in the outcome. “It’s a one-of-its-kind race,” said Paul Oldham. The Yorkshireman has won the event four times, from 2015 to 2018, and placed in the top 10 on many occasions. “People have tried to do hard cyclo-crosses since and no one’s ever really replicated it. It was pretty much the first cross race I did,” he added. Oldham recalls swearing oﬀ the Three Peaks having tried but failed to win it many

times: “Then I ended up on the same table as John at a Yorkshire dinner — I was national [cross] champ at the time — anyway he talked me back into it. Whether I’d have come back and won it if it weren’t for John, I don’t know.” The best riders take around three hours to complete the race, but equally significant are those who treat the event as a personal challenge. Last year these totalled more than 400, with riders taking up to six hours to finish. It’s these sorts of statistics that have made the event so iconic. Rawnsley showed his determination early on, when getting the event oﬀ the ground proved a challenge in itself. Opposition came from various quarters including, perhaps ironically, from the newly formed Rough Stuﬀ Fellowship.

It was in the letters pages of this very publication that Rawnsley and RSF founder Bill Paul duked it out. The Three Peaks website details the altercation, with Paul voicing his concern that the proposed Three Peaks would bring “restrictions to the quiet, unobtrusive cycle-roughstuﬀ wanderer” such as himself. Rawnsley defended his plan a few weeks later, explaining the event was fully insured and permitted. “In conclusion we would like to extend a hearty welcome to Mr Paul as our guest on Sunday October 1,” he wrote. “He was a mega guy really,” recalled Olham. “He did so much. He came up with the Three Peaks — but he did a lot with Yorkshire Cyclo-cross as well. “He hasn’t organised it the last few years but he was still a big part of it. I got on really well with him — he was just an all-round good guy.” Rawnsley died on Christmas Day, following a battle with cancer. His funeral will take place on Wednesday January 15, 12.15pm, at St Mary and St Monica’s in Cottingley. Family and close friends will be going on to the crematorium for the service of committal.

Rawnsley: a cyclo-cross legend 14 | January 9, 2020 | Cycling Weekly

Photos Andy Jones, Bob Peel (CW Archive)

Rawnsley’s great legacy is one of the country’s most cherished races

COLUMNISTS

NEW

OPINION

OWAI N DO U LL

Crossing continents

hen I think of January one thing springs to mind. It’s not the hangover from New Year’s Eve or my short-lived resolutions, but changing continents. Since I turned professional I’ve started every season in Australia; for me it’s an absolute no-brainer. Business class fl ights, guaranteed good weather, nice hotels and an easy way of banking race days. Come October when the team are searching for guys to race in China and one of the staﬀ members approaches me with a wily smile, it always helps to have those extra days in the bank. 16 | January 9, 2020 | Cycling Weekly

Th is year though with the current situation it’s not a given that we will be racing. As although most of the wildfi res raging across Australia aren’t in the region of Adelaide, where the Tour Down Under is, there has still been burning there. And though the organisers have said we’re going ahead, who knows what will happen between now and the start? It’s a well run race though so I have every faith that it’ll be handled adeptly. Not all my colleagues share my enthusiasm for the season opener. Many of the European professionals prefer to stay at home and begin the racing year later and not at a WorldTour event. Although it is my chosen way to begin, it hasn’t always been

easy; it’s a trip which gives and takes. Two contrasting experiences spring to mind. In 2019 I was flying home after a solid month of racing and also my fi rst professional win. All was good. But in 2017 I found myself flying home considerably lighter after my appendix ruptured the day before the fi rst race. The only upside is that that particular experience can’t be repeated. So as I head to the airport needless to say I’m hoping for more of a 2019 than a 2017 trip because while it’s nice to be a bit lighter at the end of January than the start, I’m pretty attached to all my remaining internal organs.

Owain Doull rides for Team Ineos

T I M E LV E R S O N

HANNAH DINES

LET’S GET C RACKI N G

NEW BEGINNINGS

Tim Elverson manages Canyon-dhb

T W E E TS O F TH E W EE K

Ben King Y’all I’m ﬂying! Just broke all my power records for the year. Anyone else have a day like that? @BenKing89

Ellen Noble *Jan 1st* *Still doesn’t break any power records for the year. Cries @ellenlikesbikes

“The Wattbike I use at the gym is Instagram fodder”

Hannah Dines is a Paralympian trike rider

Photos Gett y Images

It’s hard to know where to start for my first column here or find a topic that is exciting and glamorous, apart from the obvious ones attached to the team, but before I get there I want to wish all the teams that are managing to line up for 2020 good luck. At this level it takes goodwill, heart, desire and a lot of people committing their time just because they love it. At Canyon-dhb we have spent the off-season getting riders fitted, bikes ordered and trying to pre-guess all the product we need for the year, which isn’t easy. While we know how many riders we have, we have to manage consumables and spares for crashes, which are both dependent on how many races we do. It would be nice to know exactly how many races we will do this year; however, we end up applying to a lot of races that we may or may not get into due to European rankings. If we do get accepted, I will do everything I can to do the race for the team, which means our calendar can shuffle around a lot. We don’t want to end up with surplus and wasted product, but we usually get better deals by ordering in bulk at the beginning of the year, and this also helps out our suppliers, so guessing has become an art form. All of this has to be ready for our first race, which is Challenge Majorca starting Thursday, January 30, so I should probably stop writing and get cracking!

I am the Scrooge of New Year’s resolutions and the Grinch of January; if you can’t start anew on any day then you won’t start at all. The start of my year is my ﬁrst bike race in April. It’s not just me — the winter solstice is Hogmanay for pagans; there’s Chinese New Year and places like Australia get a 10-hour head start on fad dieting and exercise masochism, which is why they’re so much ﬁtter than us. I dread the month in which the labelstill-on, Lycra-clad, red-faced hordes use my favourite gym Wattbike as Instagram fodder. If you must know, my life changed forever on a Thursday in August 2012 — I didn’t resolve to become a Paralympian — I was just given a try of a running frame, resulting in such powerful freedom of movement that I had to acknowledge my life was never going to be the same again. Maybe you could engineer the same effect by buying a bike for Christmas and withholding usage until peak hangover guilt on January 1, till the lure of a lifechanging epiphany gets you out in the sleet, but I think you’ll have better luck in choosing your own beginnings.

Cycling Weekly | January 9, 2020 | 17

NEWS

THE HUB All the news you might have missed from the last seven days W

Milan-San Remo in jeopardy? Damage to the Poggio caused by landslides and rainfall may cost 10 million euros to repair, a sum that San Remo mayor Alberto Biancheri says could put Milan-San Remo in jeopardy. According to Belgian newspaper La Dernière Heure the concern is that the huge sum may encourage a go-slow on the work by local authorities, in the hope that race organiser RCS will eventually stump up the cash. Local tourism spokesman Alessandro Sindoni, however, insists the race is not at risk but the Poggio needs to be “constantly monitored”.

El Pistolero has earned his racing stripes

W Aussie race still on Tour Down Under organisers have been closely monitoring the bushﬁre crisis in South Australia, and are hoping to run the race over the intended routes, based around Adelaide. Most of the ﬁres have been concentrated in neighbouring states, but South Australia has not stayed untouched, with 80 homes destroyed in the area. “The Adelaide Hills Council and the Department of Trade and Infrastructure are working hard to ensure the routes are safe so both the men’s and women’s races can go ahead as planned,” said a statement from organisers. Fires still blaze Down Under

18 | January 9, 2020 | Cycling Weekly

The Brit will focus on the Olympics this year

Deignan looks to Tokyo Lizzie Deignan has put the Olympic road race at the top of her 2020 agenda, tapering her season around the 171km race and trying to improve on her silver in London 2012 and ﬁfth in Rio four years ago. The 31-year-old has enjoyed a relaxed off-season, combining a spot of Lakeland hiking and running with family time. She says her increased experience as a mum will only improve her results. “I’ve done a year of being a mum under my belt and so I think I know how to make it work together,” she told CW.

£250k

Phil Gaimon’s medical bill after breaking ﬁve ribs, collarbone and scapula in a velodrome crash. “It was a bad break and complicated surgery,” Gaimon said, and to add insult to injury, he received a $96K bill a month after surgery, and a $150K bill just a few weeks ago, despite being insured. He has hired a lawyer and ultimately expects not to have to pay up.

Photos Getty Images, Alex Whitehead-Pool/Getty Images, Alberto Contador

Basso and Contador bike launch Alberto Contador and Ivan Basso have been ramping up the anticipation among punters, launching a new bike brand on Friday which so far they are only calling ‘A bikes’. The tag line seems to be ‘passion, emotion, dedication’ and, if reports from La Gazzetta dello Sport are true, riders on the Alberto Contador Foundation development teams will be racing the bikes this season. An Instagram post shows a zebra striped disc brake bike with lightweight wheels and kit, and Contador himself has put the weight at less than 6.5kg and calls it (perhaps unsurprisingly) the best bike he’s ever ridden.

2020 Tour Dates: June 12th – 14th July 13th – 17th July 25th August 29th – 31st

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THE BIG QUESTION

Could you ride 5,000 miles in a year?

Q I managed to cycle 3,170 miles on my little exercise bike in the shed last year. I suﬀer from anxiety and agoraphobia and it gave me something to focus on. Personally don’t think I could do that in a year but if you are able to cycle on roads I think it will be a fabulous challenge. Helen Clarke Q Yup! 5,509 miles cycled last year. Jen Lemen Q First, retire. Second, spend lump sum on

new wonderful bike. Third, cycle. No problem getting 5,000 miles a year, I’ve managed the above for last five years in breezy Northumberland and elsewhere! Phil Brookes Q A dizzying 32,000 track laps, a lungbusting (!)10x to the space station? However you do it, it’s still 3.8 million wheel revs. I fancy Box Hill, five reps a day. But that’s all it is... just fancy. Steve Porter. Q I’ve just done that for the second time in three years... and I’m 67. A prostate cancer diagnosis and the after-eﬀects of a crash hampered my eﬀorts to get a PB in 2019, but cycling reminds me that while I’ve got prostate cancer, cancer hasn’t got me!! Steve Colinese

GET IN TOUCH

cycling@ti-media.com 0 1 2 5 2 555213 20 | January 9, 2020 | Cycling Weekly

Q Having ridden 4,800 miles in 2019, I’m hoping that joining Cycling Weekly’s Challenge for 2020 will spur me on to break the 5,000-mile barrier. John Griﬃths Q Er ... Not too confident in riding 5,000 miles in one year, but I’m going to give it a try anyway. Even if I hit 3,000 it will be my biggest year ever. Patrick Jones Q Not including indoor spinning though, right? Kev Brown

NEXT WEEK’S BIG QUESTION… Should the Tour Down Under go ahead during Australia’s bushfire crisis? Reply to us at cycling@ti-media.com or at www.facebook.com/CyclingWeekly

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Q I cycle to work four days a week — a 12-mile round trip — and like to ride my mountain bike 40 to 80 miles on the trails at the weekends. Then there’s the new indoor trainer... Feeling confident of success in this challenge. Michael Scanlon

LETTER OF THE WEEK

W H AT YO U ’ R E SAYI N G

Discussion of the decade

Surrey Council opens public consultation on RideLondon’s future This is Brexit all over again. People elected to make decisions, can’t. So they put the power in the people’s hands. Goodbye RideLondon. Simon Tuck

vote there’s no danger of repeating the mistake of 2016. Having said that, do contact the council and let them know what a great event it is. Jeremy Lowsley

Such an amazing event, would be sorry if it didn’t carry on. Steve Bowden

We all know what happens whenever you ask the public for their opinion. Tarun Patel

Just another cash cow these days. Oversubscribed year on year just to line people’s pockets. Not worth the hassle to be honest of being stuck on Leith Hill due to too many people or route closures due to poor time-keeping. Ian Beard

There would be better venues. But it’s a shame if it is totally lost. Carl Dyson

Check out the page on the website, all the benefits are recognised there so let’s not moan at the council. They’re duty bound to ask their residents. And as it’s not a yes/no

Riding through London on closed roads was fantastic. I’ve done others, such as the Dragon Ride. People do like to tick them oﬀ. Toby Conant

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CONTACT US cycling@ti-media.com | 01252 555213 TI Media Limited, Pinehurst 2, Pinehurst Road, Farnborough Business Park, Farnborough, Hants, GU14 7BF Editor: Simon Richardson News and features editor: Vern Pitt Tech editor: Michelle Arthurs-Brennan Fitness editor: David Bradford Writers: James Shrubsall Tech writers: Rupert Radley, Hannah Bussey, James Bracey Group chief sub editor: Daniel Thomas Chief sub editor: Jonathan Emery Sub editor: Steve Shrubsall Group art director: Kevin Eason Group art editor: Daniel Baines Deputy group art editor: Ben Smith Senior designer: Steph Tebboth Photographer: Daniel Gould Picture editor: Simon Scarsbrook Digital editor: Richard Windsor Web writer: Alex Ballinger Videographer: Andrew Daley Video editor: Ed Westrop ADVERTISING Contact: 01252 555325 Head of market: Sean Igoe, sean.igoe@ti-media.com

Surely this is a no-brainer for Surrey CC, and they are simply going through the contract renewal process? Stephen Howell

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Ed – Glad you enjoyed the magazine, Graham. Trying to condense a decade of riding and racing into one mag meant leaving a lot out. But you’re right, seeing names crop up over and over again gives you a sense of who it was that really excelled.

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The event has opened the road to many new sportivistes

Congratulations! The 10-year review was the best element in an exceptionally good issue (CW, December 19). What it illustrated in a succinct way was that some riders have — at the highest level — perhaps just one moment of glory while others can sustain success and win again and again and again. The piece did explain why some ‘shock’ victories happened as part of what was essentially an article focused on data and the ‘record book’ but I wondered if there is an accompanying discussion piece to be commissioned debating why there can be an Fabio Aru but there also was a Fabian Cancellara. More interesting to me than another bike review anyway! Graham Breeze, email

Cycling Weekly | January 9, 2020 | 21

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FE AT U R E

HOPE & G LO RY

24 | January 9, 2020 | Cycling Weekly

FE AT U R E

When British riders take to the boards in Tokyo they could well be starting a new epoch in bike design, as Michelle Arthurs-Brennan discovers Photos: Andy Jones

Cycling Weekly | January 9, 2020 | 25

FE AT U R E

uture gazing is always fraught with risks. The list of technological innovations purported to tip the world on its head but swiftly consigned to the skip of history — we’re looking at you Betamax — is long. But the creators of the unconventional Hope/Lotus bike that will carry British hopes into the Tokyo Olympics is a “milestone in the evolution of bikes”. Around 40 people were involved in the development of the ‘Marmite’ machine, including several veterans who made up the design team for the UK Sport Institute (UKSI) bike raced to victory time and time again in 2004, 2008 and 2012. However, this swaggering hulk is a completely new beast and one with big shoes to fill. Most strikingly, the bike features extremely wide, 8cm deep forks and seatstays, with the goal of channelling air more eﬃciently around the rider’s legs. “I’d abolish all bikes and make sure that they’re all based on this concept going forwards, though I’m not sure that everybody would agree with me,” British Cycling’s director of technology, Tony Purnell, tells Cycling Weekly. BC’s technical director since 2013, Purnell says the initial concept came from searching for a space for creativity within the UCI rulebook. “We knew we had to create something really special. But the rules were pretty restrictive! There was almost nothing we could do. We realised the only scope [for creativity] was that there were

Hope Technology made the moulds

26 | January 9, 2020 | Cycling Weekly

The new bike’s counterintuitive design is the result of extensive wind tunnel testing

Tight tolerances are necessary when there’s no room for failure

no real width restrictions.” There is a finite limit, but at 50cm it gave the design group quite a lot of space with which to play. “I did some research, all fundamental stuff, and drew a sketch on the whiteboard. From that sketch, suddenly it all became real. We cobbled a bike together from sawn-up bits of old bikes, and original tests in the wind tunnel looked pretty promising,” Purnell says. Discussing the design process, Hope design engineer Sam Pendred notes the distinction between the method used to create this bike, and what goes on elsewhere: “You can design a very aerodynamic bike but as soon as you put a rider on it, you create massive problems for yourself. The largest effect on aerodynamics comes from the rider. If you address that issue from the start — turning the question on its head to ‘how can we make the rider more aerodynamic?’ — you design a package. “The whole thing works as a unit. The wide forks and seatstays align with the rider’s legs; it’s all aimed at channelling the air more effectively.” Opinion was divided from the start: “One of our more elder statesmen saw the bike and said, ‘That’s ridiculous, there’s no way that’s going anywhere!’ Then we had a young lad come in the next day and he said, ‘Wow! That’s different! All bikes are going to look like that in five years’ time!’” recalls Purnell. “From that moment on it was always going to be a ‘Marmite bike’.”

FE AT U R E

than others. whiteboard brings its own challenges. However, “Most engineering tasks are redesigns; estimations you use all your previous calculations. suggest it’s But this machine is a 100 per cent around two complete redesign of what’s come before. to three per When you throw it all away and start cent faster again, it’s much harder,” says Purnell. on average The challenge was accelerated when the than previous UCI brought its deadline forward by nine track racing bikes, a figure arrived at by months — requiring the bike to be raced testing a range of bike and rider duos in before December 2019. the wind tunnel. “Cutting nine months off the “We effectively tested two ends of the programme didn’t half force our decision spectrum,” says making!” Purnell Pendred. “We confirms. tested riders “It meant we with size 12 feet, couldn’t try 10 and people with little changes to different cleat see what works positions, to best, we just make sure that had to go with the two extremes it.” That lack of physiology of fine-tuning, can be catered he believes, That’s the bottom bracket junction done... for in this represents a lot design.” of potential for While that two to three per cent the future. “I’d love to think that we could advantage could be massive, a lot of the carry on and make something more of boost will go on this. I think that there’s real potential for in the heads of it to be a better road bike, time trial bike, others, according and track bike.” to Purnell. “We know that getting Three become one any tangible Getting the bike from a whiteboard to performance rolling around a velodrome required a [gain] is going to trio of tech companies: Lancashire-based be very difficult brand Hope created the frame and at this point in wheels, Lotus stepped in to develop the bike design... but forks and handlebar, while Renishaw just having something that’s strikingly offered 3D printing support. different could go down very well “There’s a really large number of because there’s a lot of psychological people who have made a contribution warfare that goes on. to this bike. If I include the designers, “If other nations are gazing at laminators, structural engineers, wind something that’s caused a lot of flap in the tunnel technicians, the team at BC, you cycling world then they might just feel a can put 40 names on the page. Each tad envious. And that would be great!” of those names have made a definite he says. contribution to the project. It tells a great Among the people who have been story about the engineering process and involved in previous GB track bikes that what’s possible in the UK,” Purnell says. have had input in the design are Dimitris Hope was initially of interest for its Katsanis, who worked on the structural mountain bike design capabilities but side, and composite expert Chris Clarke, when Purnell visited the factory and saw who is working at the Hope Factory to lay the technology available, it became clear carbon into the moulds. that they could be of immense use in the However, despite all that knowledge, track project, too. Founded in 1989, the starting any design with a blank company is renowned for its CNC-ed

“This machine is a 100 per cent redesign of what’s come before”

Crucial combos Weighing up aerodynamic trade-oﬀs has been a crucial part of the bike’s design — for example, since the seatstays are designed to mirror the rider’s legs, this machine will be more eﬀective for some

Cycling Weekly | January 9, 2020 | 27

FE AT U R E aluminium components, but with the capacity to CNC its own moulds it was clear that the Barnoldswick facility could create pretty much anything the design team needed. “Making your own moulds is not something you see a lot in the industry. But for us, it’s easy — aluminium is what we’re known for,” says Hope’s Alan Weatherill. Each mould takes approximately one month to cut, and there will be five in total, with five complete frame sizes and eight variants made possible by joining separate pieces together. Hope has also developed a new wheel building method. The disc wheels are created in one piece, resulting in a lighter and stronger construction. “Having the tools we have in-house, we’ve managed to develop a way we can create the disc wheel in the mould in one piece of carbon, as opposed to making it in pieces and bonding them together,” says Pendred. The two sides are joined continuously, including the centre tube of the hub as well. When visiting the factory, CW was able to peer into a disc, cut in half. The creation looks much like a pitta bread, fresh from the toaster. “You save weight by reducing the bonding agent you’d otherwise have to use on something that is quite light in the first place.” Almost all the work happens in the mould, explains Pendred: “You can machine the tool to high tolerances; once you’ve got that right once, you’ll get parts out of it that are right every time. If you can reduce the amount of post-processing you have to do on it, there’s less chance of it going wrong and you can actually make

Lotus provided the forks and bars

has the added potential of rib structures a better part, more consistently.” — you can take weight out of certain And yes, Pendred confirmed areas and add ribs in others. And, you’ve that, beyond the Olympics, disc got a lot more control over how you wheels for time triallists are the design internal structures within it — so next logical progression. you can make a lighter part stronger.” Aside from the forks and bars coming Strength is pretty fundamental for from performance car company Lotus, a bike that will have to withstand the precision manufacturing company sprinting force of the best GB has to offer. Renishaw was an essential component in “Some of the riders are putting out up the bike’s development. Some of the more to 2,500 watts and elaborate small T H E V I TA L STAT S that was taken into parts were made account in possible with its 3D the layup,” printing expertise. Pendred says. For Hope, the While the control afforded by seatstays weigh this process was a £11,700 minimum price for a frame and fork in at just 70g and major draw. £21,700 estimated price for a complete — before they’re “3D printing pursuit bike affixed to the bike offers a great way 2% faster, according to Hope — I can pick them to manufacture complex junctions, 2,500 watts the power the bike is designed up and wobble to withstand them around like a such as the area 5 Number of moulds created, with eight bowl of jelly, areas where the seat frame sizes available such as the bottom tube meets the 70g Weight of the unpainted seatstays bracket shell and seatstays. It also

Hope’s bike in numbers

Five frame sizes are available

28 | January 9, 2020 | Cycling Weekly

FE AT U R E “If you don’t do a good job, you’ve failed. Sometimes I think we can’t succeed any more, we can only fail. And that’s just because we’ve done so well over the last decade.” At this point in development, Purnell believes that real ground-breaking innovation is essential, both in helping Team GB achieve the success it needs, and in moving bike design forwards. “When we began this project, we concluded that we were pretty pleased after Rio [in 2016] — and that conventional bike design had come a really long way. To get any kind of substantial step forward with it was pretty damn unlikely. “Whenever I hear someone say track

Hope’s disc wheel design has broken the (one-piece) mould

racing should all be done on an old, Eddy Merckx-style standard bike, I can see their point… but I think it would damage cycling pretty badly if we became Luddites. I tingle with excitement that perhaps this is just a little tiny milestone in the evolution of bikes.”

ALL IN THE CARBON

“It gives me a big sense of pride to see Olympians on a bike I made”

head tube have been beefed up to cater for some serious torque. The bike made its first outing at the Minsk World Cup in November, and the goal is that all riders are able to climb aboard by spring ahead of the Games in July. Under pressure “Working for the British team is like working on the Enigma Code, you’re constantly under pressure,” Purnell says.

“The ﬁrst Olympic track bike I was involved in was before Beijing, in 2008. I worked on the bikes in 2012 too, and in 2016 [when Cervélo made the GB track bikes] I made the tandems and wheels,” says Hope composite engineer Chris Clarke. “The carbon is very fragile — it’s lighter and stiffer than the carbon we’d use on the Hope mountain bikes; that material needs to be tougher and not as stiff. The stiffer it gets, the more the strength drops. The carbon we’re dealing with here is easy to break if you don’t handle it carefully. “The layup doesn’t change across the sizes. There are Laying up carbon-fibre is discussions a painstaking process as to whether that should be the case or not; we’re still in that process. A typical approach would be

to use more carbon on the bigger models, but at the moment it’s not something we’re doing. “The seatstay weight is 70g. It is structural, but you want them as light and thin as possible. Most of the strength is down in the chainstay, which is why this is so much bigger. “A lot of force goes through the front end. It’s surprising how much, when you see the slow-motion pictures. There’s quite a lot of material around here, and the same applies at the bottom bracket. “It gives me a big sense of pride to see the Olympic riders racing a bike I made. When you see them going around… especially when they’re winning gold medals, that’s even better.”

Super-strong BB shell will take the torque

Cycling Weekly | January 9, 2020 | 29

FE AT U R E

It’s been bumpy, but Williams is on the road to recovery

his is a story of pain. Of frustration, of sympathy, of agony, of hope, and of just wanting a stroke of luck. “In the space of 14-15 months, I have gone from the very top of the world to rock bottom.” That is how Stephen Williams summarises his struggles of the past year-and-a-bit. Two summers ago, the Welshman — who only started racing aged 16 — emerged as one of the brightest young climbers in the peloton, winning two stages and the GC at the Ronde de l’Isard. He followed that up by winning a stage of the Baby Giro and finishing fifth overall. “Look at my results before 2018 and, let’s face it, I had done nothing,” the 23-year-old tells Cycling Weekly, modestly choosing to ignore the promise he had shown with JLT-Condor and SEG Racing in the previous two seasons. “But everything came together and I had a 10-week period of being dominant. I grew in confidence and worked very hard to become a good rider.” WorldTour team Bahrain-Merida called and signed him on a two-year contract. But instead of new opportunities he found discomfort and vexation. He started suﬀering pain in his left knee in November 2018, where the hamstring tendon meets the head of the fibula. He was sent back to the UK to receive treatment by Manchester City’s medical facility, “but it didn’t get better and gradually got worse and worse.” He recovered enough to race four

stages of the Tour of the Basque Country in April, and then three days of the Tour de Romandie, but after the Swiss race “couldn’t ride. I couldn’t even do general stuﬀ in the gym without being in pain”. And that was his count for the 2019 season: eight days of racing. So few that CW ’s picture researchers struggled to locate a photo of him in BahrainMerida kit. Top specialists were initially dumbfounded by the problem, but in early November he had surgery in London, where he had a small bone called the fabella removed. “They were thinking that every time I was riding, it was putting pressure on my tendon and causing inflammation,” he explains. Williams is upbeat when he speaks to CW, laughing and joking. But he doesn’t hide his feelings. “There’s no two ways about it — it’s been awful and hard,” he confesses. “It’s been pretty depressing to be honest. It’s just been a s**t year. “No neo pro wants to spend their first season going in and out of rehab. No sportsman does. “It’s been a pretty dark year. I wouldn’t wish it on anyone, not even my worst enemy.” The source of exasperation for Williams has been the unknown nature of his injury. “With a clean bone break, you know the bone will heal; with a dodgy knee that is niggly and just getting worse, there’s not much you can do,” he sighs. “No one in the world can give you a definite answer. It’s the hardest thing to deal with — the unknown and the whether or not you will get better and when. I’m just relying on a bit of luck.” When Williams speaks to CW just before Christmas his days are busy spent recovering with a small team at Sport Wales. He talks through his daily routine: “I get up, go to the gym, go to rehab, have some physio, do some cardio and go to see a psychiatrist. That’s four or five hours into each day gone into getting better. “Rehab is not an easy place. It’s

Words Chris Marshall-Bell Photos Getty Images, Cor Vos

Sidelined due to a mystery knee injury, Stephen Williams talks to CW about his annus horribilis

Cycling Weekly | January 9, 2020 | 31

Airing the Bahrain-Merida kit at the Tour of the Basque Country

FE AT U R E harder than anything I have done before. Mentally it is hard; it is draining. “You’re not riding a bike, but you’re still doing a lot of gym work, a lot of everything else around it. It’s tough. “But I’m getting looked after brilliantly — I’m really lucky — and Bahrain have put faith in all the medical staﬀ I’m working with.” In his time at home, Williams has been blessed with “top-class sport”. He lists the Rugby and Cricket World Cups and the Ashes as highlights. “I don’t watch much TV but luckily for my sake the sport has been great. I’m a Liverpool fan and they won the Champions League and are going so well in the Premier League.” He is contracted to BahrainMcLaren for the 2020 season and his target is to emulate his football team’s positive direction and seemingly ceaseless ambitions. He hopes to start riding his bike lightly this month and properly in February. “The first thing I want, before anything, is to get back on my bike and to be

“The first thing I want is to get back on the bike and be pain-free”

pain-free,” he continues. “I just want to be back on the mend. “If I am painfree and am in a good place mentally then I’ll be over the moon. But there are no guarantees — I have to be patient.” Last season he was meant to have raced several one-week races, including the Tour of the Alps and Tour de Suisse. “I guess my calendar would look pretty

similar and I’m pretty keen to get stuck into some of them. Realistically, I’ll not be racing until the end of March or the start of April. “I want to become my summer 2018 self again — to be even better than that, really. “To be really good at U23 level you have to double up to be at that level at WorldTour. I have to get comfortable again, have a training block and become myself and be without pain. I just have to try and bloody ride a bike fast again!”

R E H A B I LI TAT I O N

“It’s an alien environment” The physio treating Stephen Williams has said that the injury is one of the most unusual he has ever known. Dan Grimstead is part of a small team at Sport Wales, Welsh Cycling and Bahrain-Merida who started assessing Williams’s injury last May. They found three or four potential causes of the problem, before settling on the need for surgery. “It’s very uncommon,” Welsh Cycling’s lead physio told CW. “Neither myself nor any of my colleagues have ever come across it and only one doctor that I know has seen it before. It’s incredibly rare.”

32 | January 9, 2020 | Cycling Weekly

Grimstead says that Williams’s pain is unlikely to subside quickly because of its chronic nature. Nevertheless, during his rehabilitation he has been loading weights onto his quadriceps, glutes and trunk, and gently onto his hamstrings and calves. “We won’t see him on a bike until 12 weeks since the surgery, and if the pain is disappeared then we will consider some light turbo sessions,” he continued. “It will be early March when we would consider a two-to-three hour ride. “One of the things we have

to consider is Stevie’s cycling expectations. He has to be openminded about his goals and be ﬂexible. “Going on a training camp, for example, could be a good idea psychologically, even if he is unable to ride. “Athletes who are out for a year spend their rehab in alien environments, and they miss what is normal life to them. “If we are able to treat Stevie’s rehab in a cycling environment that will improve his conﬁdence and selfesteem. He is an upbeat character and we have to maintain his high mood.”

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FROM THE ARCHIVE

Cyclo-cross race, Paris 1935

iders climb a hill in Paris during a cyclo-cross race. We can’t be exactly sure what race this is but we think it’s the ‘Paris Championships’ in 1935. It wasn’t exactly a vintage year for French cycling as a whole. Belgian Romain Maes would bring to an end a five-year run of French winners at the Tour de France in the summer and his countryman Gaston Rebry would continue Belgian dominance at Paris-Roubaix. Despite this not being a huge race, the smattering of spectators, mostly young men, all withstanding the cold winter to sit on a rock, is testament to the popularity of the sport of cycling in France. The same can’t always be said today. While it remains a mainstay of French identity to go to the Critérium du Dauphiné in June, you’ll find a similar level of support to that seen here — a much less prestigious race run in much less enticing weather conditions. Photo Getty Images

34 | January 9, 2020 | Cycling Weekly

Cycling Weekly | January 9, 2020 | 35

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TECH PRO BIKE

Bahrain-McLaren’s new Merida Scultura We take a look at the climbing bike of choice for Wout Poels and Mikel Landa in 2020

WHEELS Bahrain-McLaren have swapped out Fulcrum wheels for Vision ones for the 2020 season, with the team riding the brand’s Metron wheels in multiple depths

espite dropping back from headline sponsorship duties, Merida has confirmed that it will continue to provide the newly named Bahrain-McLaren team with race bikes for the 2020 season. This will see racers such as Mikel Landa and Wout Poels riding the newly branded Merida Scultura climbing bike pictured here. The sprinters, such as Mark Cavendish, will of course have the use of the Merida Reacto, the brand’s aero bike and the team will also make use of Merida’s time trial bike, the Time Warp. The climbing bike features a new paintjob to match the team’s latest Le Col kit, making them one of the more vibrant race teams on the WorldTour. This year will also see Bahrain-McLaren use a Shimano Dura-Ace Di2 hydraulic groupset, making them another WorldTour team to commit to racing on the more

DRIVETRAIN This particular build features a full Shimano Dura-Ace groupset build, including a 53/39 chainset, an 11-32 cassette as well as the brand’s Dura-Ace hydraulic brakes and rotors

McLaren colours adorn both frame and finery

38 | January 9, 2020 | Cycling Weekly

powerful stoppers — no doubt representing Merida’s increased sales of disc brake bikes. The bike is completed with Vision components, including Metron wheels and a Vision Metron 60 one-piece carbon handlebar and stem for a small aero benefit. The team will use Prologo finishing kit, including for its saddle and bar tape. Continental will sponsor the team in 2020, with the employment of Grand Prix 5000 tyres. The bike also uses an FSA K-Force carbon seatpost. Alongside McLaren, the outfit has a host of new sponsors for the 2020 season including Le Col for clothing. Meanwhile, Rudy Project, returns as helmet sponsor and Vision as wheel sponsor.

HOT KIT FRAME McLaren’s headline sponsorship is represented in the team’s new colours, with the brand’s famous Papaya-Orange colours splashed across frame, kit and helmets

E LIT E Z U M O S M A RT T R A I N ER

TYRES Bahrain-McLaren will experiment with tubeless next year, with a spoken commitment to having riders riding tubeless set-ups by the middle of the season. However, expect to see a smattering of Continental Competition tubular tyres as well

Sleek one-piece handlebar and stem

The Scultura is the outfit’s new high flyer

the power source, meaning your data stays the same both inside and out. The trainer is compatible with your standard array of apps, software and devices via both ANT+ and Bluetooth and will manage resistance levels automatically via workout on Zwift, Trainer Road, The Sufferfest and more. You can use this unit with a bike that has quick-release clamping or 142mm hubs with thru-axle clamping and there are adapters available for Boost 138x12mm standard as well as for 135x10mm for bikes with a thru-axle. The Zumo comes with a Shimano/ SRAM freehub body for 9, 10 and 11-speed options and a SRAM 12-speed and Campagnolo bodies are available separately. Contact: www.elite-it.com Price: £450

Photos Sigrid Eggers

Coming in a peg or two below Elite’s all singing, all dancing Drivo II model, the Zumo still offers top training potential for a fraction of the price. It simulates slopes of up to 12% with a +/- 3% power accuracy, which is a shade less accurate than most top-end models. However, to accommodate this the Elite Zumo makes use of a Power Meter Link tool (PML). Once activated in the device’s companion app, the PML allows you to use the meter already on your bicycle as

Cycling Weekly | January 9, 2020 | 39

TECH BIKE TEST

BMC Timemachine 01 Road Four £6,999 | 8.17kg

Will Thompson rides all night on BMC’s latest offering

Design was so dearly lacking before. PROS & CONS The design brief for this bike Two standout pieces of was to build on the existing design I’d like to highlight on CLEAN Timemachine platform and this bike are the Integrated AESTHETICS, extract as much speed from Cockpit System (ICS) and A L L- D A Y aerodynamic advantage, but the aero module. With so CO M F O R T, also create increased ride many buzz words in the aero RIDER quality from BMC’s Tuned bike scene, I was dubious of A D J U S TA B I L I T Y, Compliance Concept (TCC) how good these parts would R AW S P E E D and in a disc-only package. be. Firstly the ICS; BMC has The Le Mans racer styling created an integrated bar and speaks a mantra of speed. stem system that is still two NARROW TYRE The aerodynamic design and piece, meaning the bars can CLEARANCE, striking tube profiles add up to be adjusted (+/- 9 degrees) to PRICE allow this bike to optimise suit different rider styles and rolling resistance and power set-ups. The wide profile of transfer, meaning less effort getting up to the stem and bars might give the appearance speed and holding it at peak power. They’ve of bulk and stiffness; however, these are even gone as far as adding an integrated some of the most compliant handlebars I’ve aero cover that blankets the front disc ridden, and aided in taking away the caliper to further majority of road buzz, while still giving razor optimise airflow, and a sharp feel while sprinting and in the corners. nice touch is that it’s The bar and stem combo also allows full removable for integration of all the cabling without adjustment and upsetting steering feel. There are some nifty servicing of the disc interlocking spacers for adjusting stem brakes. A recognisable height, and these can be added and removed shape to most BMCs without the ICS leaving the steerer tube. is the dropped The aero module felt a bit of a gimmick at seatstays, and the first, but on closer inspection, it’s a Timemachine Road part-carbon, part-plastic bottle cage and continues in this iconic storage box that gives a seamless design, in what it calls appearance to the joining of the down tube TCC Aero. This is and seat tube. Designed in combination with where BMC’s magic of Elite, it increases airflow over this area of improved vertical the bike that would otherwise be disrupted compliance gives this by regular water bottle cages. It also neatly Clean lines on an integrated bike some of those houses a cut-out for the Di2 controller and but adjustable bar and stem comfort credentials it there’s no chance of a bottle flying out on

MC claims if you’re looking for the fastest bike ever, then look no further. We took the BMC Timemachine 01 Road Four on an epic 25-hour race to see if this disc-only aero bike could give us the speed to survive. Love them or hate them, aero bikes are a common sight within most brands’ model line-ups these days, and BMC is no stranger in this category. Since its introduction back in 2012, the original road-going Timemachine was pitched as a purely functional bike, sacrificing comfort and compliance over ultimate speed and wind-cheating abilities. With the 25-hour Redbull Timelaps looming on the calendar for the Cycling Weekly team, you can understand my increased nervousness when the Road Four was made my weapon of choice for the event.

SPECS

Frame BMC Timemachine 01 Road premium carbon disc, TCC Speed, PF86 bottom bracket, ﬂat mount, 12x142mm thru-axle Fork BMC Timemachine 01 Road aerodynamic premium carbon disc, TCC Speed, ﬂat mount with Caliper Cover, Integrated Cockpit System, 12x100mm thru-axle Groupset Shimano R8070 Ultegra Di2 Handlebar BMC ICS Aero, aero top shape, compact bend Wheelset DT Swiss ERC 1650 Spline db 62 carbon, thru-axle (12mm), clincher Tyres Vittoria Corsa Control, 25mm, clincher Saddle Fizik Antares R7 Manganese Seatpost BMC Aero post, 01 premium carbon, p2p Weight 8.17kg 40 | January 9, 2020 | Cycling Weekly

TRIPLE OFFSET A E R O S E AT P O S T 0, -15, -30mm seatpost offset for precise rider set-up

“Road buzz is minimal but there’s still a razor sharp feel sprinting out of corners” B M C I N T E G R AT E D C O C K P I T S Y S T E M Clean aero appeal, flexible comfort, with two-piece bar and stem adjustability

DT SWISS ERC 1650 WHEELSET 62mm deep-section carbon disc wheels with thru-axle for maximum stiffness

TECH BIKE TEST

I N T E G R AT E D A E R O FA I R I N G Aids in maintaining its aero credentials at all yaw angles

TCC SPEED DESIGN A concept all about performance that optimises power transfer and rolling resistance, while minimising rider fatigue through vertical compliance

MY RIDING Will Thompson My life on two wheels started in the competitive world, becoming mtb and cyclo-cross national champion as a teenager. As I’ve grown older, my passion has turned to ride leading events in Europe and most

42 | January 9, 2020 | Cycling Weekly

recently multi-week bikepacking rides. The BMC was a real treat after spending my summer aboard the very capable ‘do it all’ Open Cycles U.P. After putting many miles on the Timemachine across London and the Surrey Hills, including the infamous Redbull Timelaps, I really didn’t want to give it back.

Aero module streamlines an oft overlooked part of the bike

bumpy roads. The only negative point is that even though the storage box is really useful (I was able to put a couple of tubes and a multi-tool in there), the plastic used for the cover feels cheaply made against the premium feel of the rest of the bike. As someone who is a little picky for detail and aesthetics of bikes, the Timemachine Road is really pleasing on the eye. The paint is a matt finish red, and although this has a tendency to look dirty quickly and show finger-marks, I came to really love it. In addition, BMC makes a big statement in its Road specifications about ultimate integration, and they’re not wrong — there’s not a Di2 cable or hydraulic hose in sight.

you, ensuring a secure feeling of control, like you were part of the bike and not just sat on it. Even in the heavy rain, I could tip it into the 90-degree corners with a confidence I’d never felt on a dedicated aero bike before. I’ve not mentioned them until this point, but the DT Swiss ERC 1650 Carbon wheels with bolt-thru front and rear, not only added to the strong speed element but they made out-of-the-saddle sprints and accelerations enjoyable (if that’s even a thing?), increasing the overall incredible lateral stiﬀness of the package. It slowly dawned on me that for the first time, a road rider with only space for one bike in the house could realistically buy one of these and not feel like they were missing something in any way. It’s light, so it goes up climbs. It’s comfortable, so you could ride it all day. It’s fast — so on the club run, road race or time trial, you’re going to benefit from all those aero surfaces. There’s a reason why Rohan Dennis chose to ride an unbranded BMC Timemachine to time trial glory at the World Championships in 2019…

“It makes you want to ride fast, and smile while you’re doing it”

The ride As I mentioned earlier, I was a little sceptical that we were about to embark on a 25-hour relay race on a bike that had been previously known for its unforgiving ride. But I was really blown away. From the very first test ride in the run up to the event, I was shocked at how well it soaked up bumps and road buzz, even with the (now skinny feeling) 25mm tyres pumped to 100psi. Don’t get me wrong, it was certainly very direct and felt like a precision tool to ride, but coming from a gravel bike with 42mm tyres, the diﬀerence in comfort between the two was far from night and day. Finally, the day of the event came, and I’d had a chance to dial in my position on the bike over the previous weeks, but I’d yet to put more than 60-70 miles on it in one go. Fast-forward 25 hours, and needless to say I was tired and a little delirious, but I was also ache free — I couldn’t believe it. The course was really bumpy in places and it had rained for a good portion of the event, but this really helped highlight a few take-aways about this bike. Firstly, it’s comfortable, really comfortable; forget aero bikes being harsh riding weapons that are only built for one thing — the Timemachine Road felt like an endurance racer. It was quick, and when you got it going at speed it stayed there. Bumps and vibrations were really well damped and never unsettled

A LT E R N AT I V E LY…

ONE UP BMC Timemachine 01 Road Three — £7,799

If the 01 Four wasn’t expensive enough for you, then there’s plenty more rungs on the ladder — starting with the ‘Three’ which comes equipped with a SRAM Force eTap AXS HRD groupset. The wheelset moves to the DT Swiss ARC 1400 Dicut, with much of the ﬁnishing kit remaining the same. The ‘01’ in the name denotes the frame spec, with this remaining identical right up to the 01 One, with SRAM Red eTap AXS for a cool £10,999.

VERDICT

Without doubt a huge improvement on what was already a class-leading speed weapon, the Timemachine Road adds another string to its bow with comfort levels that put it right at the top of its class. The only drawbacks I can see are the price, given it’s only equipped with Shimano Di2, and possibly the limited tyre clearance in a world where bigger is proving to be better. With that aside, this is a bike that makes you want to ride faster and harder, and smile while you’re doing it. Its best-in-class cable integration and super-clean frame lines give it an aerodynamic beauty that even the biggest aero critics would find hard to dislike. It’s surpassed my expectations and doubts as a one-trick pony and allowed me to take on a 25-hour ride with surprising ease.

ONE DOWN BMC Timemachine 01 Road module disc frameset — £3,999

The 01 Four is the entry-level model within the range, so to spend a little less you’ll need to opt for a frameset and build it up yourself. You’ll get that lovely integrated cockpit system and the aero seatpost with Kamm tail proﬁle — the bonus is it’s entirely up to you what you dress it up with. Cycling Weekly | January 9, 2020 | 43

FITNESS

UNDER -FUELLING: THE SILENT EPIDEMIC As a CW survey reveals that one in five amateur riders are risking their health by under-fuelling, Michelle Arthurs-Brennan lifts the lid on cyclingâ&#x20AC;&#x2122;s hidden energy-deficiency epidemic

44 | January 9, 2020 | Cycling Weekly

FITNESS

Cycling Weekly | January 9, 2020 | 45

FITNESS

Cycling Weekly survey has shown that under-fuellng in cycling has reached epidemic proportions. In a survey of 850 riders, one in fi ve indicated that they are putting their health at risk by failing to properly replenish energy. Are you among them? The likelihood is higher than you might think. My own experience of under-fuelling began almost a decade ago when my periods stopped in my early 20s. I asked a coach if I should be worried. “Not at all,” she responded. “When I was a pro, no one had periods.” My GP was equally dismissive: “Not having periods is quite normal in exercising women,” she told me, wrongly. “It’ll all even out when you stop training.” I went back three times during my 20s. Each GP sent me for blood tests and ultrasounds and arrived at the same C W S U RV E Y R E S P O N D E N T S ’ H E A LT H S TAT U S 140 U N H E A LT H Y

H E A LT H Y

120 100 Number of riders

Men Women

60 40 20 0 -15

-10

-5

Health status (based on survey answers) 46 | January 9, 2020 | Cycling Weekly

conclusion: everything was fi ne and my cycle would return when I decided to stop exercising so much. Speaking to fellow female amateur racers revealed that most of us were in a similar boat. Again and again, I was told I should just stop worrying. But I was worried; I didn’t feel right, and I sensed there was a problem. My research led me to the ‘female athlete triad’, a condition involving low energy availability, sometimes disordered eating, menstrual dysfunction and low bone density. However, most case studies involved underweight runners whose problems manifested as stress fractures. My body fat percentage was slap bang in the middle of ‘normal’, so there was

FITNESS

nothing to indicate that I was in a highrisk category. I was right to be worried. Recent research has confirmed the prevalence and seriousness of under-fuelling — and men are at risk as well as women. The problem is referred to by sports medics as relative energy deficiency in sport, or RED-S — it is, in simple terms, a chronic or repeated mismatch between energy demand and

Metabolic slow-down Our survey showed that the eﬀects of under-fuelling are hampering cyclists across the spectrum, from those just racing for fun to professionals. However, the culture at the top certainly influences the rest of us. Harrison Jones is a 22-year-old cat-one racer, formerly with Vitus Pro Cycling, who raced with Division One team GSC Blagnac in 2019 but

“The result of under-fuelling in women is a shutdown of the reproductive system”

C W ' S S U RV E Y: THE NUMBERS

What’s the extent of the problem? Our Cycling Weekly survey attracted responses from 868 riders, with 858 responses deemed usable. Two thirds (580) were from men, and one third (273) from women. Ages ranged from 15 to 76, with the average 42 years of age. Responses came from 51 nationalities, 64 per cent of which were British. Average FTP was 237 watts. Dr Nicky Keay and mathematician Gavin Francis analysed the results using an algorithm based on the symptoms of RED-S to separate riders into two camps: healthy, or displaying symptoms of RED-S, i.e. ‘suboptimal health’. Key markers were weight, freshness, sleep, gut health, mental attitudes to weight and training, menstruation (or lack of) for women and the number of morning erections per week for men, reﬂecting testosterone levels. While the good news is that the majority were happy and healthy, 15 per cent of men and 30 per cent of women were assessed as being in suboptimal health, increasing to 32 and 20 per cent respectively when non-racers were excluded. Semi-professionals were at the greatest risk, with 37 per cent of men and 40 per cent of women being in suboptimal health, while highly competitive amateurs were at 29 per cent and 36 per cent respectively. The female respondents had a longer ‘negative tail’ of suboptimal health. With ‘zero’ as the baseline for good health, their scores ranged from -18 to +11, while men ranged from -9 to +12. In female cyclists not on hormonal contraception, 39 per cent reported menstrual dysfunction with gaps of longer than six months in menstruation — and up to 20 years. It is worth noting that some cyclists reported being prescribed hormonal contraceptives to counter a lack of natural period.

Photos: Daniel Gould, SW Pix, Yuzuru Sunada, Getty Images

A struggle with under-eating led cat-one racer Jones to quit cycling

energy intake. The result in women is a shutdown in the reproductive system — no periods and reduced oestrogen — and in men reduced testosterone. In both sexes, over time the energy shortfall can lead to reduced bone density and increased risk of fractures as well as diminished training gains. Under-fuelling is alarmingly common: our Cycling Weekly reader survey found that 30 per cent of female and 15 per cent of male respondents exhibit symptoms of RED-S. Those numbers increased to 40 and 36 per cent in semi-professionals, the highest-risk group. Two common misconceptions hide the scale of the problem: that someone who’s under-fuelling will inevitably be underweight and have a troubled relationship with food. Neither is true. If energy availability is reduced, the body compensates by reducing metabolic rate while adjusting hormone systems to save energy — therefore, low weight isn’t always a marker. Slipping into energy deficiency trouble doesn’t mean you’re under-fuelled all day every day; even short-lived episodes of low energy availability, such as underfuelled exercise sessions, are bad news — even if your total intake of calories across the whole day is suﬃcient. It was only when I listened to the advice of endocrinologist Dr Nicky Keay (nickykeayfitness.com) and started paying attention to the timing of my fuelling that my body kicked itself back into action — my mission now is keeping it that way.

Cycling Weekly | January 9, 2020 | 47

FITNESS

IDENTIFYING UNDER-FUELLING

Are you at risk? Spotting the symptoms of RED-S can be easier for women — if your periods have stopped or become irregular and all other medical reasons have been ruled out, it’s likely you need to address your fuelling. Gastric issues are another common symptom, and it’s worth noting that, according to Dr Keay, RED-S can look a bit like polycystic ovary syndrome (PCOS) on an ultrasound, so do ask questions of your GP. In men, low testosterone may manifest as reduced morning erections and libido. Dr Keay and Gavin Francis also noted that there was a clear correlation between freshness and those with RED-S symptoms, as well as concern over weight. If you weigh yourself regularly, know your weight affects your mental wellbeing and thus your eating patterns on a daily basis. If you’re feeling sub-par, you’d be wise to take a good look at your calorie intake and expenditure. For some people, RED-S can arise through unintentional poor fuelling, but for others the caloric deprivation is intentional, and there is an overlap with eating disorders. “Many with RED-S have disordered eating,” says Keay. “To be diagnosed as having an eating disorder, you have to meet certain DSM [Diagnostic and Statistical Manual of Mental Disorders] criteria. Essentially, an eating disorder is disordered eating with even more psychological factors. “Plus, disordered eating in RED-S is often driven by a misguided desire to improve athletic performance, whereas a full-blown eating disorder is often more about how you look, or control — not so much performance.” If you think you may have an eating disorder, speak to your GP.

48 | January 9, 2020 | Cycling Weekly

has now decided to step away from the sport. The pressure to stay as light and lean as possible left him feeling depleted, struggling to sleep and feeling selfconscious about his appearance. “Although I know that I need to be fuelling myself properly,” Jones told me, “being in that environment all the time, the pressure made me feel unprofessional if I ate enough. Under-fuelling and being constantly depleted definitely made me see the sport in a negative light.” Jones is not alone. After being banned for 10 months for a positive test for methylhexaneamine during the 2018 Tour of Croatia, WorldTour pro Janez Brajkovič claimed that the stimulant had been consumed inadvertently in a meal replacement shake he was using while suﬀering from bulimia. “Eating disorders are common in the pro peloton,” Brajkovič told CW, “and they come on a spectrum [from disordered eating to pathological eating disorder]. The environment definitely plays a role. In all sports, athletes will push their bodies to the limit, whether it’s by training too hard or restricting food too much.” Though losing weight might seem like a shortcut to faster cycling, it very easily backfires. If your body is struggling to

maintain the basic biological function of reproduction and bone health, it sure as hell isn’t bothered about your 25-mile time trial time. When the endocrine system isn’t working, nature’s goodies — such as growth hormone, which helps you to build muscle — are disarmed and body fat is retained as metabolism slows down. Eating less doesn’t always make you leaner, and certainly not fitter. A 2018 study that looked at male cyclists found that those in low energy availability scored fewer British Cycling points over the course of a year and had lower testosterone than those fuelling adequately. Research by sports analyst Gavin Francis (science4performance. com) concluded that successful pro cyclists had a healthy BMI. After a season-long eﬀort to regain her menstrual cycle, Mitchelton-Scott pro Georgia Williams allowed herself to gain some weight — and as a result her energy levels and health have improved. The two-time New Zealand national time trial champion had a wake-up call in early 2018 when a crash left her with multiple fractures. “I had spoken to a doctor in 2013 who said it was normal not to have periods and suggested I go back on the pill,” the 26-year-old told us. “After my crash in 2018, a doctor referred me to an endocrinologist who looked at my bone scan results and said my spine was in the osteoporosis zone. Then I knew I had to put my health first.” Williams’s bone density in her spine was measured at -3.1 Under-fuelling leads to brittle bones on a score where minus one is

“It took months focusing on fuelling to get my menstrual cycle back”

FITNESS

GETTING HELP

Are GPs failing to spot the signs?

Bulimia formed part of Brajkovič’s defence after he failed a drugs test

considered normal, as rated by the World Health Organisation (WHO). “I was open about my problem, and the sports director at my team was very understanding and helpful. Since then, several riders have got in touch and told me they have the same problem.” For Williams, the key was upping her fuel intake, particularly carbs before, during and after rides. “It took months of putting a really big

focus on fuelling to get my menstrual cycle back. In the end, I started my first period in over four years on an altitude training camp in Andorra. I cried, I was so happy. That showed me that it’s definitely possible to train hard and still maintain hormone balance.” Williams gained 6kg from a starting weight of 58kg at 170cm: “Gaining weight was [mentally] hard. I still feel very selfconscious,” she says.

Though most male riders answered “no” when asked if they’d sought medical help for health issues related to under-fuelling, many women reported speaking to a GP — but in many cases without a satisfactory outcome. Many were told that amenorrhea (lack or periods) and oligomenorrhea (less than nine periods per year) were ‘normal’ in exercising women, or that the best cure was to exercise less. And others were put on the pill in order to restore a monthly bleed — an intervention that merely masks the problem, according to Dr Keay. “Based on the comments provided in the survey,” says Keay, “the women respondents, with a few exceptions, have not been given very good medical advice.” Of course, we all know that the NHS is not abundantly ﬁnanced — and that GPs are stretched. GP Adam Abbs told us: “Medical education is designed to cover 95 per cent of patients and conditions, plus those rare conditions that pose a serious threat to life. Also, there are only so many hours in a GP’s day.” An over-training cyclist may not be regarded as high-priority. “When a patient comes to the GP with a problem caused by their exercising too much, the perception may be that the patient is otherwise well and therefore of low concern. “[However], any patient who has medical problems as a result of exercise should be referred to a specialist to support them to continue exercising in a healthy manner. In the example of female patients with amenorrhoea from exercise, a referral to endocrinology or gynaecology would be appropriate.”

Cycling Weekly | January 9, 2020 | 49

FITNESS Williamsâ&#x20AC;&#x2122;s under-fuelling led to osteoporosis

50 | January 9, 2020 | Cycling Weekly

FITNESS Watch your calories Emma Ross, co-head of physiology at the English Institute of Sport (EIS), has been working on the SmartHER campaign to combat under-fuelling — although it focuses on female athletes, the lessons apply to men too, the only diﬀerence being in symptoms: low testosterone rather than loss of menstruation. “It’s a longstanding myth that when an athlete trains hard they will lose their periods,” says Ross. “This is simply incorrect. Loss of the menstrual cycle is a sign that something is not right, and often in people who exercise a lot, it’s because they aren’t getting their energy intake right. Once a doctor has ruled out any underlying medical issues, a nutritionist can help restore the menstrual cycle by looking at energy intake — from what and how much the athlete is eating, particularly getting enough carbohydrates, as well as the timing of intake.” Women may be at higher risk of underfuelling, for a number of reasons. From a physiological perspective, females need more calories per kilogram of fat-free mass (FFM) to stay healthy. There is no expert consensus on the precise figures, but it is known that men need about 20-25kcal per kg/ﬀm, compared to 30-45kcal for women. Though many under-fuelling athletes are over-zealously attempting to lose weight, some simply aren’t paying attention — an easy oversight for amateurs squeezing in training around work and family commitments. “People underestimate the calories they need,” adds Keay, who treats athletes at the EN:SPIRE clinic in London and Bath. “Your resting metabolic rate constitutes most of your calorific requirement — generally, people are burning more than they think, especially if they have an active job.”

Keay and Francis, working in tandem to combine medical knowledge with data know-how. In the process, they noted two clear correlations. “It turned out that a poor health score was very highly correlated with low self-rating of ‘freshness’ — particularly notable among the men,” says Francis. “Riders were also asked how their weight affected their mental health. Those who said it did have an effect were much more likely to fall into the RED-S category.” If you’re worrying about your weight and/or rarely feeling fresh before training sessions and races, under-fuelling may well be the cause. In women, those in the RED-S group were much more likely to experience gut problems, too. “Women in low EA [energy availability] tend to say, ‘I feel bloated’. If you don’t have enough energy in the system, you cannot digest properly. It’s often incorrectly diagnosed as irritable bowel syndrome (IBS),” says Keay. The good news is that recovery is within easy reach for all but the most serious cases, given the right discipline to adjust fuelling habits. Cyclists must understand the link between energy availability and hormone health — and that “carbs are not the enemy”, emphasises Keay. “There is evidence that the hormone system, for many complex reasons, is more sensitive to carbohydrates. We have found that if people are in a carbohydrate deficit during the day, it can lower testosterone in men or oestrogen in women and raise cortisol — switching off the endocrine system, even if they eat carbs in the evening. I’ve had athletes come and see me, and we’ve restored their hormone balance simply by adjusting the timing of their carbohydrate intake.” For Williams, increasing carbs during and around training was instrumental. “[Physiologist] Sam Impey had me keep a ‘snap and share’ diary. I’d take a photo of everything I ate during the day, and he’d tally it all up with the amount of calories

“For Williams, increasing carbs around training was instrumental”

Low-carb trap Our survey results were analysed by

and carbs I was eating. I was undereating, especially carbs during training.” Under-fuelling will negatively aﬀect health — and it’s health that must come first, above performance. Of course, the two are totally intertwined — if you limit the energy fuelling your body, it will limit what it gives you back in performance. There’s lots more information about recovering from RED-S on Dr Keay’s BASEM-endorsed (British Association of Sport and Exercise Medicine) website health4performance.co.uk, and she oﬀers private appointments at the EN:SPIRE clinic in London and Bath. LONG -TERM CONSEQUENCES

Underfuelling, hormones and bone density: the facts Q The endocrine system is important in developing and maintaining bone health. Q Those with a hormone imbalance are at a greater risk of fractures, particularly around the spine and hips. Q Bone health is particularly critical in youngsters, whose skeletal system is still developing. Q If fuelling is insufficient before bones are fully formed, by around age 20, fracture risk is greatly increased in later life. Q Older riders also need to be aware, as hormones and bone density naturally fall after middle age. Q Weight-bearing exercise helps to build bone strength, and strength and conditioning is recommended. Q In menopausal women, provided there are no medical contra-indications, Keay is an advocate of hormone replacement therapy (HRT). “If you’re an athlete, and want to maintain quality of life and performance as a menopausal woman, HRT is a good way to go,” she says.

Cycling Weekly | January 9, 2020 | 51

TRAINING MAKEOVER

HELP ME...

Smash super-tough sportives Bike brand champion Gemma Germains is eyeing up epic rides for 2020

emma Germains is a customer experience manager for German bike brand Canyon, so it’s her professional responsibility to keep in good shape and complete inspiring rides — with a particular emphasis on setting a positive example to women. Travelling between the UK and Germany on a weekly basis, the 38-year-old has a hectic schedule and sometimes struggles to fit everything in. She contacted CW for help in making her schedule as time-eﬃcient as it can possibly be. What’s your cycling background? I’ve been riding on the road for about six years, having started out with a basic steel bike before upgrading to carbon. After two years, I started tackling longer sportives. I’ve always ridden with guys — and I’ve always been

able to hold my own. In 2017 I really hit my stride and started crit racing. In the first one, I made the classic ‘oﬀ the front’ mistake; in my second, I came third; and in my fourth ever crit I finished second.

What are your main goals now? I’m stepping back from crits to focus on long-distance sportives. In 2017, I did the Tour of Flanders GEMMA GERMAINS Sportive and got lost, Age: 38 ended up doing the Height: 5ft 9in full distance [270km] Weight: 74kg and placed 20th FTP: 210W | 2.8W/kg (as last tested) woman. I’ve finished Race licence cat: 4 first woman in a Hometown: Liverpool couple of other Best results: 2nd place in cat-4 crit sportives, so I know Strong ﬁnish in Tour of I can be quite Flanders Sportive powerful. I’m signed up for Flanders again MAIN GOALS this year, plus the Q Improve climbing ability Etape, and I’m Q Develop endurance for long, contemplating the challenging sportives Paris-Roubaix

Challenge. I’ve also signed up for two triathlons later in the season, and I want to be fit enough to jump into some high-profile sportives such as the Fred Whitton Challenge or the Etape du Dales. Which areas do you most need to work on? Climbing. I’m 74kg and rarely get below 72. I grind my way up hills, I don’t fly up them. Also, after reading Dr Stacy Sims’s work on sex diﬀerences, I’ve realised that ‘three weeks on, one week oﬀ ’ doesn’t suit me; and that I’ve been massively under-fuelling my rides. So I want to work on fuelling properly, and on my climbing. What specifically would you like help with? I want to know how to balance travel — I spend a lot of time on trains and planes — with training. I have a turbo trainer in both of my work locations, and I want to focus on quality over quantity, being consistent in my training while travelling all over the place.

COACH’S COMMENTS

STEPHEN GALLAGHER Co-owner of Dig Deep Coaching, Stephen is a former winner of the An Post Ras and Tour of Taiwan digdeepcoaching.com

It is important for Gemma to focus on the demands of her goals in 2020 and start to build a pattern of work and technique sessions that will allow her to replicate the 52 | January 9, 2020 | Cycling Weekly

demands of those goals. Looking at the Flanders and Etape sportives, there are some similar and a few different demands. Building resilience to cadence changes will allow Gemma to improve her muscular strength for those steep Flandrian climbs while helping with pace changes on longer climbs in the Etape. Working on endurance by building FTP using some longer sub-threshold work, 10-15min in length, will help Gemma deal with those longer events, and ‘criss-cross’

efforts will help her adapt to pace changes. Longer sub-threshold efforts instead of higher-intensity workouts will help minimise fatigue ahead of swim/run sessions. The long ride on Saturday needs to have a focus on building a hydration/nutrition routine, along with maintaining a solid endurance intensity. Focusing on climbing elevation is a good way to build technique and muscular resistance to prolonged periods of climbing, which Gemma will encounter in many of her events.

CURRENT ROUTINE

COACH SUGGESTS

M O N D AY Yoga session 90min turbo session inc. Z4-5 intervals or ‘over-unders’ (Trainer Road)

1hr ‘Climbing Simulation’ 3x (3x repeated: 2min @ Z5 @ 6575rpm, 1min @ Z4 @ 90rpm+) 7min recovery between sets

Reason This session is aimed at improving your climbing technique and helping your body handle changes in gradient. A useful boost ahead of the Flanders Sportive. T U E S D AY 60min turbo session inc. Z4-5 intervals (Trainer Road)

1hr ‘Criss Cross’ 3x 10min as follows: (1-4min @ Z3, 4-5min @ sweetspot, 5-9min @ Z3, 9-10min @ sweetspot) 5min recovery between each 10min

1,000m swim (or 45min run)

Reason This mix of tempo Z3 and sweetspot mimics the demands of most endurance events, where intensity ﬂuctuates continually. W E D N E S D AY Yoga session and active recovery

No change

Reason N/A T H U R S D AY 90min turbo session inc. Z4-5 intervals (Trainer Road) PM: Strength session at gym: deadlifts, squats, etc.

70min inc. 3x 12min @ sweetspot @ 90rpm+ 6min recovery between eﬀorts

Reason Working at just below your lactate threshold helps push up your FTP without the heavy workload of very high intensity, minimising fatigue. F R I D AY No change

1hr hard swim session inc. pyramid intervals (or 1hr run).

Reason N/A S AT U R D AY 2-3hr long slow ride @ Z1 (usually solo).

3hr @ mid-Z2

Reason Riding at a higher endurance eﬀort will allow you to build a bigger base and burn more calories (aim to replenish 50-60g carbs per hour after ﬁrst hour of riding).

Yoga and travel day

No change Reason N/A

6 - 7 h r TOTA L

KEY CHANGES Q Big increase in steady Z2 miles Q Reduce intensity of intervals Q Train for demands of target events Could you beneﬁt from a Training Makeover? Send a short description of your cycling background and your goals, with a riding pic, to: david.bradford@ti-media.com

CURRENT

6 - 7 h r TOTA L ZO N E

I M P R OV E D

36%

15%

28%

57%

12%

18%

11%

13%

None

Z 6 S E SS I O N S

None

Words David Bradford Photos Gemma Germains

S U N D AY

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R AC I N G R E S U LT S

CYCLO-CROSS S U N DAY, J A N U A RY 5 Yorkshire Points Series round 8 (Peel Park, Bradford): Seniors: 1. Jenson Young (Graden Shed UK/Scott RT) 56.14; 2. L. Craven (Wheelbase) +1.32; 3. J. Coukham (Shibden CC) +2.09; 4. R. Jebb (Hope Factory Racing) +2.59; 5. J. Womersley (Shibden CC) +4.34; 6. B. Houlihan (Paul Milnes – Bradford Olympic) +5.03; 7. J. Williams (unattached) +5.43; 8. W. Weatherall (Hope Factory Racing) +5.51; 9. E. Whiteside (East Bradford RT) +1 lap; 10. R. Middleton (J’s Cycle Shack) same time. Women: 1. Sophie Thackray (Scott Racing) 46.11; 2. A. Mellor (Albion Cycles) +0.56; 3. L. Young (PH Mas Paul Milnes) +3.09. Veterans: 1. Lewis Craven (Wheelbase) 57.46; 2. R. Jebb (Hope Factory Racing) +1.27; 3. D. Morris (Harrogate Nova) +1 lap. North East League round 11 (Hedley West Farm, Durham): Seniors: 1. James Edmond (unattached) 49.47; 2. R. Jones (Ribble Weldtite) +0.02; 3. R. Weir (Muckle CC) +0.13; 4. H. Robson (Trilogy Multisport Solutions) +2.28; 5. C. Smith (Reifen Racing); 6. C. Burns (Reifen Racing); 7. T. Schoﬁeld (Onimpex Bioracer); 8. A. Cooke (Reifen Racing); 9. R.Parkinson (Muckle CC); 10. T. Fletcher (Houghton CC). Women: 1. Roisin Lally (Scott Eurocycles) 43.28; 2. L. Siddle (Allen Valley Velo) +0.10; 3. C. Harvey (Peebles CC) + 1 lap. Veterans: 1. Tony Fawcett (SCOTT Racing) 48.32; 2. M/ Donnelly (Allen Valley Velo) +1.54; 3. A. Nixon (Blumilk.com) +3.14. Lincolnshire League round 12 (Benniworth): Seniors: 1. Matthew Ellis (Chavrieu-Chavagneau Isere Cyclisme) 54.05; 2. D. Earth (Steve Poole Plant Hire) +0.11; 3. J. Jackson (Ellmore Factory Racing) +3.29; 4. G. Whittall (unattached) +1 lap; 5. M. Cotton (Velo Club Lincoln); 6. S. Bradley (Ellmore Factory Racing); 7. O. McCall (unattached) same time; 8. B. Waterhouse (Wilsons Wheels Race Team) + 2 laps; 9. T. Howes (Sleaford Wheelers CC); 10. M. Staples (VC Veldrijden) same time). Women: 1. Madeleine Gammons (DatalynxParanesis Cycling) 44.15; 2. J. Howes (Sleaford Wheelers CC) +1 lap; 3. J. Clark (Whitham Wheelers CC) same time. Veterans: 1. Mark Preston (PainTrain Lincoln) 38.01; 2. M. Kennedy (Ellmore Factory Racing) +0.06; 3. I. Oxborough (Ellmore Factory Racing) +1.37.

Eastern League round 10 (Haughley Parl, Fordham): Seniors: 1. Seb Harrod (Rotor Race Team) 1:03.54; 2. K. Jarvis (Brother UK-Cycle Team OnForm) +0.15; 3. C. Johnson (Fast Test Racing Team) +0.22; 4. J. Kiely (HMT Hospitals Giant Cycling Team) +0.37; 5. J. Madgwick (QSW Fenwicks) +0.48; 6. F. Barker (Hope Factory Racing) +1.14; 7. R. Tricker (Vicious Velo) +1.59; 8. M. Bolton (Tofauti Everyone Active) +2.56; 9. C. Hurst (QSW Fenwicks) +4.01; 10. A. Dale (Lee Valley Youth CC) +5.06. Women: 1. Imogen Chastell (Brother UK-Cycle Team OnFom) 41.50; 2. L. Swan (Cycle Club Ashwell) +1.20; 3. E. Branch (Sussed Out/Mondraker UK) +1.38. Veterans: 1. Neil Ellison (Specialized Ruislip) 42.59; 2. S. Pryce (Strada 2020) +0.50; 3. B. Lewis (Forest Side Riders) +1.28.

S AT U R DAY, JA N UA RY 4 London League round 12 (Ardingly, West Sussex): Seniors: 1. Freddie Checketts (Kibosh) 57.28; 2. J. Jones (ZeroBC) +0.30; 3. J. Parker (Blazing Saddles Cycles) +1.51; 4. S. Kane (Team TMC) +3.28; 5. J. Pybus (unattached) +4.49; 6. K. Bakrania (Panagua CC) +5.13; 7. D. Rees (Dulwich Paragon CC) +5.51; 8. A. Windett (Dulwich Paragon CC) +6.28; 9. T. Clarke (Trash Mile) +7.07; 10. G. Fraser (Paceline RT) +1 lap. Women: 1. Emily Ashwood (LIV Awol) 42.11; 2. C. Reuter (Dulwich Paragon CC) +0.48; 3. M. Sennema (Paceline RT). Veterans: 1. Andrew Taylor (C&N Cycles RT) 42.55; 2. A. Buchan (unattached) +2.17; 3. M. Whittaker (GS Invicta) +2.19. Notts & Derby League round 11 (Jubilee Way North, Mansfield, Notts): Seniors: 1. Alistair Slater (Clancy Briggs Cycling Academy) 44.56; 2. J. Swadling (8point8 Group) +0.45; 3. G. Thompson (Rose Race Team) +1.00; 4. P. Matthews (Leicestershire Road Club) +1.17; 5. G. Briggs (Clancy Briggs Cycling Academy) +1.19; 6. D. Earth (Steve Poole Plant Hire) +2.42; 7. S. Partridge (unattached) +4.11; 8. P. Holwell (Peak Road Club) +4.19; 9. G. Whittall (unattached) +5.30; 10. T. Jones (University of Nottingham SCC) +5.52. Women: 1. Kate Eddy (Team Empella Cyclo-Cross) 35.41; 2. A. Mellor (Albion Cycling Co) +0.44; 3. D. Lee (Magspeed Racing) +1.56. Veterans: 1. Daniel Alexander (Zepnat RT) 40.09; 2. B. Eedy (Team Empella Cyclo Cross) +1.04; 3. N. Halliday (RAM CC) +1.19.

RIDER OF THE WEEK Roisin Lally (Scott Eurocycles.com) North East Cyclo - Cross League The 16-year-old showed her talent once again by winning round 11 of the league at Hedley West Farm near Durham, lapping all but one of her rivals in the women’s race.

Castelli) 59.47; 2. T. Martin (Wheelbase) +2.01; 3. A. Lawrence (Green Jersey RT) +2.28; 4. W. Weatherall (Hope Factory Racing) +6.55; 5. S. Williams (Marsh Tracks Racing-Trek) +7.04; 6. P. Upton (unattached) 7.06; 7. M. Woffindin (Secret-Training CC) +7.45; 8. S. Davies (Abergavenny JD) + 1 lap; 9. J. Smith (Team Chronomaster); 10. E. Corden (Glossop Kinder Velo) same time. Women: 1. Nicola Davies (Cyclorcross.com) 36.01; 2. K. Heppenstall (Sportstest RT) +0.58; 3. J. Rayner (Port Sunlight Wheelers CC) +1.02. Veterans: 1. Dave Powell (Horwich CC) 36.03; 2. A. Lawrence (C&N Cycles RT) +1.01; 3. R. Hope (Chorley CC) +1.11.

ROAD RACING S AT U R DAY, J A N UA RY 4

Weaver Valley CC North West League round 9 (Cheshire Showground, Knutsford): Seniors: 1. Giles Drake (Wheelbase CabTech

Full Gas Winter Circuit Series round 11 (Lee Valley VeloPark, London): 2, 3, 4th Cat: 1. Jake Crossley (Tofauti Everyone Active); 2. P. Burton (Paceline RT); 3. R. Durnford (Paceline RT); 4. S. Meager (GPN-Rock & Road); 5. A. Slinolhu (BCN); 6. A. Dale (Lee Valley Youth CC); 7. O. Murphy (VC Equipe/FlixOralHygiene/Propulse); 8. A. Kerrigan (Lee Valley Youth CC); 9. R. Blair (Gravesend CC); 10. C. Kennedy-Scott (Cycling Club Hackney). Women: 1. Greta Cowen (Les Filles Racing Team); 2. J. Paine (Les Filles Racing Team); 3. A. Lethbridge (Torelli-Assure-Madison); 4. M. Deliu (Velociposse); 5. T. Malbon (Basildon & District CC); 6. B. Jerome (BellaVelo.cc). Masters: 1. Alan Newman (Full Gas Racing Team); 2. J. McKie (Regents Park Rouleurs); 3. D. Mitchinson (Contour Cycles); 4. T. Ballhatchet (Lea Valley CC); 5. K. Henderson (Southborough & District Wheelers); 6. C. Kennedy-Scott (Cycling Club Hackney).

Gullegem (Jan 5) Seventeen-year-old Shirin van Anrooij ﬁnished an excellent third in the women’s race, as del Carmen Alvarado won again, this time just edging her fellow Dutchwoman Yara Kastelijn. Van der Poel added another win to his record.

Brussels Universities (Jan 6) Del Carmen Alvarado ended a dominating Christmas period by winning on the grounds of the Belgian capital’s university. In doing so she is in pole position to win the DVV Verzekeringen Trofee series with a single race to go. World champion van der Poel won the men’s race.

LAST WEEK GP Sven Nys (Jan 2) Tom Pidcock began the year with a podium place, the Brit ﬁnishing third in the race dedicated to the Belgian cyclo-cross legend. Ahead of Pidcock was Eli Iserbyt in second and Mathieu van der Poel in ﬁrst. Ceylin del Carmen Alvarado was victorious in the women’s race.

Cycling Weekly | January 9, 2020 | 55

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FLAMME ROUGE

Dr Hutch

The Doc’s new training plan will make for scintillating discussion for months to come... whether anyone likes it or not

ast week in this column I revealed that after almost a decade of dodging the issue, I was planning to do some proper training. I didn’t make this announcement in order to generate popular acclaim, still less in the hope of stimulating a clamour for my return to international competition. As it turns out, this was just as well. When I explained my exciting plans to my good friend and erstwhile training partner, Bernard, his response was simply, “Oh, Christ, please don’t start training properly. I don’t think I could take it.” This was not what I’d hoped for. He continued: “I’ve already spent enough of my life listening to you yacking on and on about this interval session versus that interval session, whether you’d be better spending next Thursday doing a long ride with some tempo eﬀorts or a really long ride without them, or what to do if the race at the weekend is cancelled and you have to come up with some sort of emergency plan

doctorhutch _cycling@ti-media.com

for what to do instead. It was like listening to someone trying to work out Brexit in real time, except whinier.” I told Bernard that I’ve always felt that the best thing about cycling, at least from a physical point of view, is that it’s an experiment you perform on yourself. You try different training, you change the mix, you combine it with different amounts of rest or a change of diet, and you see what sort of effect you get on your fitness. “I agree,” he said. “It’s an experiment you can do on yourself. Except in your case it’s an experiment on yourself about which you provide second-by-second updates to all your friends, however much they beg you not to. This is the thing you’ve never really understood about your racing career — no one other than you ever gave a toss about it.” He went on to tell me that in no way did he miss our old training rides, where I chose a route tailored to the session I had in mind. “And never the route I had in mind,”

How to... wear shor ts in winter Some people wear shorts and shortsleeved summer jerseys in mid-winter, even on days with a minus temperature. With the wind-chill of riding, the effective temperature they experience is usually enough to kill a fur-seal, but they seem to be untroubled. There are a number of possibilities to explain this. The most likely is that they’re a secret society who do this to taunt us. They don’t really ride like that, they just use Strava to work out where and when there are likely to be witnesses and then, with the support of a network of centrally heated vans and helpers, make their semi-naked efforts of a few hundred yards just to bamboozle the rest of us. Before you’ve ﬁnished shaking your head 60 | January 9, 2020 | Cycling Weekly

in disbelief, round the corner they’ll be drinking hot soup and being rubbed all over with hot towels by their assistants in the back of a Transit.

The mystery of the sub-zero short wearer may never be solved

The other is that because they don’t know they’re supposed to freeze to death, they just don’t notice. Clearly they don’t look down very often or they’d realise that their arms and legs have gone a violent shade of pink. The one attempt I’ve ever made to solve the mystery failed badly. One freezing February morning I rode up alongside a pink-armed shortie, and was about to ask about his outﬁt when he looked me over and said, “I don’t know how you wear all that stuff to go for a bike ride.”

A new and interesting training programme will soon be in full flow

“Maybe,” she said. “But there are simpler ways to solve that problem than actually getting fitter. You could, for example, just stop complaining about it. Did Bernard point out that when you’re training, you spend most of your time yacking on about diﬀerent interval sessions and asking the opinion of people who don’t care?” “He mentioned it, yes.” “Put me down for that too.” I’ll be honest, it’s disappointing to find that my nearest and dearest are less than foursquare behind my new programme of improvement. And, indeed, that they would have a whole diﬀerent set of improvements to my personality in mind if it were up to them. But I will show them. I will implement my new training programme. And I will tell them about it. And they will learn to be interested.

“You get a bit, well, sociopathic”

ACTS O F CYC LI N G STUPIDITY My CW colleague Michelle tells me of a ‘friend’ of hers. The ‘friend’ had just had a nose piercing done. Not long afterwards, she headed out on her bike for a crisp winter ride. As you might expect, the cold weather required a certain amount of nostrilclearing mid ride, which in addition to blowing some snot out of the way as planned, took with it the new nose stud. Anxious to avoid the new piercing healing over, she took emergency action and put an earring through her nose. A dangly earring, according to reports. Michelle says the staff at the cafe she stopped at were polite enough to pretend not to notice. Or, at least, almost polite enough.

Photo Alamy, Andy Jones

he said bitterly — which is ridiculous since all he ever wanted to do was go to a cafe and eat cake, as if that was ever going to do him the slightest good. When I got back home, I told Mrs Doc of Bernard’s mean-spirited take on my bike riding. “Well, when you train properly, you do get a little bit… well… sociopathic,” she said. “Sociopathic?” I said, in what I hoped was a casual, nonsociopathic way. “Yes. Not, you know, the cute sort of sociopathic, like Benedict Cumberbatch in Sherlock . The sort that revokes dinner invitations after the guests have arrived because one of them sneezed.” I pointed out that at least some careful, structured training might finally put a stop to her complaint that I’ve done nothing for the last five years but moan about how unfit I am.

Cycling Weekly | January 9, 2020 | 61

ICONS OF CYCLING Insurance For You And Your Bike

Lightweight wheels The high-end hoops that embody the best of German engineering

62 | January 9, 2020 | Cycling Weekly

Lightweight wheels are definitely not for horsing around on

where more than one wheel a day could Shimano’s wheels, they sent a clear message be produced. to the other teams: they had researched Although it had moved out of the tractor every last detail in order to win and were garage, Lightweight continued to make prepared to spend their own money to wheels for the pros. For the 2004 Tour, achieve it. As Geraint Thomas said: “The Ullrich asked for a lightest possible wheel team look into everything. They say these for the Alpe d’Huez uphill time trial in his are good, so I ride them.” There’s no better eﬀorts to break Armstrong’s stranglehold. endorsement than that. The result was a featherweight ‘uphill only’ version. N E X T W E E K’S I S S U E Fifteen years on, Lightweight still has that O N SA LE T H U R S JA N UA RY 1 6 ‘secret weapon’ reputation. UK sportive calendar: plan your riding for the year When Ineos turned up at Mile munchers: the riders who clocked up big numbers the 2019 Tour with 935g Best and worst of Dowsett’s last season with Katusha Lightweight Meilenstein Tour Down Under preview: WorldTour kicks off in Oz Obermayers instead of their component sponsor

Words Simon Smythe Photo Cycling Weekly

tarting life in a garage is not necessarily a barrier to a company’s success: look at Apple, Google and Amazon. But the Munich tractor garage where Heinz Obermayer and Rudolf Dierl made Kevlar parts for sulkies — horse-racing carts — in the 1980s, was an impossibly humble beginning for the legendary carbon wheels that would be ridden to World Championship and Tour de France victories by Johan Museeuw, Jan Ullrich, Lance Armstrong and, most recently, Team Ineos. The story goes that Obermayer and Dierl, engineers who were interested in sports cars and horse racing but not bicycles, accepted a bet that they couldn’t make a bike wheel. By 1990 they had produced their first disc wheel and six years later produced a spoked wheel that was incredibly light, super-stiﬀ and revolutionary in its all-carbon design, with flat spokes bonded directly to the rim and now-trademark disc-like hub flange. Perhaps the most incredible part was that they used a converted truck heater for their autoclave where the entire wheel would be cured, the hubs already having been pre-cooked like carbon Bratwurst. Word got out that these wheels were something special — though of course their exact method of construction was kept secret — and Bjarne Riis rode them to victory in the Tour de France in 1996. That same year Johan Museeuw won the World Championship road race in Lugano on Lightweights. Jan Ullrich gave Obermayer and Dierl their next Tour win the following year — but then, as now, riders and teams had to pay for their Lightweights. Not even notorious equipment fanatic Lance Armstrong got them for free. Lightweight was bought by fellow Germans CarbonSports in 2003, who continued to make the same wheels using the same handmade work processes with Heinz Obermayer still involved, but new owner Erhard Wissler scrapped the truck heater and moved manufacturing to a more modern facility in Friedrichshafen