Preperation and Training
Preparation and training will be key to successful completion of our tour.
There are many things to consider, from route planning, what equipment and kit will we use, how will we get there, bike maintenance, our team safety and probably most important of all, our level of fitness and personal training.
Below are a few words regarding the most important aspects of our preparation.
when to go...
It would be nice to be able to predict a period of stable weather for which plan to plan such a tour. However the pattern of weather in the British Isles is not straightforward and a certain amount of pot luck has to be taken.
Traditionally the summer season is considered to cover July and August and offers some of the longest periods of daylight and the best all-round cycling conditions.
Statistically these are the hottest months of the year with all facilities available to us including accommodation and tourist attractions.
These are also the most popular months for annual holidays resulting in general overcrowding of roads, tourist areas and amenities etc.
How to get there and back...
The remote nature of these two points of the British Isles means that access is not straight forward.
Intercity trains run from Manchester (Piccadilly) to London (Euston) then direct onto Penzance in Cornwall.
There are also less direct routes available from Manchester (Piccadilly).
Cycles must be pre-booked onto the train journey and a small charge may apply depending on the operator you use.
From Penzance the only way to reach Land’s End for the independent cyclist is to cycle the 12 miles to the starting line.
The roads offer one of the most convenient ways of reaching Land’s End so the support crew should enjoy quite a pleasant drive from Manchester to Cornwall.
Once we have completed the end 2 end, we will take a short ride from John O'Groats to the town of Wick where we can pick up the train back to Manchester.
team safety...
Safety of both cycle and rider is always an important consideration when planning a tour.
Safety is a factor that influences every aspect of the tour from cycle maintenance to route planning and from equipment selection to choice of clothing.
It’s each rider’s individual responsibility to consider safety.
I have endeavoured to indicate specific areas of importance in this section but it does remain up to each cyclist to assess the degree of importance that is given to each point.
One key safety aspect to consider is riding techniques.
The cyclist must abide to the same rules as any other road user. This includes traffic lights, road signs etc.
A cyclist may feel in danger and may as a consequence resort to the use of kerbs, inside lanes etc. to increase the feeling security or simply to aid progress. This makes the cyclist a very unpredictable creature to all other road users and consequently a very vulnerable one. Be alert at all times and indicate your intentions clearly.
The fully laden bike is a more visible and predictable beast and as such is afforded a little more respect by other road users. Traffic will tend to leave an overtaking width proportional to the size of the vehicle being overtaken; consequently a fully laden cycle is afforded greater courtesy than a solo mount.
In traffic the answer is to ride positively but defensively. Always think the worst; that way you may be some way prepared for it (if) when it happens.
It is little consolation to be ‘in the right’ when it will always be the cyclist who comes off worse from any ‘close encounter’.
Try to ride as predictably as possible and give every other road user a chance of recognising your intentions.
Be wary of being forced to ride ‘the gutter run’. This is the area of no mans land between the kerb and the road where every motorist thinks every cyclist should be. There are many hazards here for the cyclist including drains, road markings, chippings, and spillages etc., all of which are particularly dangerous in wet conditions.
Colourful bright clothing, lights and reflective strips do not make the cyclist safe. They can, however, increase the chances of other road users seeing you.
The key to safe riding is to be vigilant and alert to everything that is going on around you. Be aware of traffic situations and respond to them sensibly.
The onus is on the cyclist because it is always the cyclist that has the most to lose!
Remember kids, the most enjoyable tour of all is a safe one!
training, fitness and general health...
Your fitness will increase during most rides lasting a week or more so the most important thing is to establish a level of fitness that will take you through the first few of days.
With rides like the End to End, the problem is that the most arduous parts are at the beginning. Riding S to N to follow the prevailing winds means that you will go through Cornwall, Devon and Somerset in the first few days.
Your training therefore needs to get you ready, not only for the daily mileage, but also for the hills that you will have to cycle (or walk!) up.
The amount of training required to prepare you for something like the LE-JOG End to End depends on your cycling experience, general fitness and age.
If you can easily cycle more than the daily mileage expected, then you just need to concentrate on doing that sort of mileage for 2 or 3 consecutive days.
If you have done little or no cycling, then you will need to build up to the expected mileage over a reasonable period (several months), then try to put together consecutive days cycling the sort of miles that you aim to do on the actual ride.
If you live in a hilly region, then a training program will be sufficient to prepare you. If you live in a predominantly flat area, then you will need to seek out some hilly stuff once you are capable of cycling the distances you expect to cycle during the ride.
For the End to End, the first 200 miles or so (going S to N) are very hilly. Without decent preparation it's going to hurt!
If the training has got you to the state where you can tackle the sort of mileage you need to complete your ride, you must take in sufficient calories to enable you to sustain that effort.
The good news is that with a reasonably taxing ride, you can eat more or less what you want!
Eat a good breakfast with lots of cereal, toast and fluids (you may also have to eat the bacon, egg, sausage, fried bread, mushrooms, black pudding etc., - it's a chore, but somebody has to do it!).
Try to snack between meals.
Again, carbohydrate is probably best, but calories are calories. Sandwiches are a good form of food for cyclists as they are usually carbohydrate rich.
Make sure you also eat a hearty evening meal.
You must ensure that you take sufficient fluids.
Water is fine to drink while you ride. The isotonic drinks also work very well and they are normally enriched with minerals and vitamins which are lost when you sweat.
You can buy powder to make up into drinks and provided it is kept dry is portable.
On hot days you must drink very regularly, particularly when tackling hilly regions. If you drink too much then the worst that will happen is that you will need to find toilets (or hedges), drink too little and you can get badly dehydrated and your trip could be over.
Even on cool days you must drink regularly. Always make sure you start the day well hydrated.
The most common mistake is to drink when you are thirsty rather than out of habit. Lastly, after you have finished cycling for the day, make sure that you are fully hydrated
And remember kids, WINNERS DON'T TAKE DRUGS!!!!
Kit
Bags and Baggage:
All though the plan is for a support vehicle to accompany us on this end 2 end tour, the below information is well worth your consideration.
It is always best to load the cycle and not the cyclist. The load needs to be as low as possible in order to keep the centre of gravity low. This will minimise the effect of the extra weight on the handling characteristics of your bike.
For a tour of this nature low mounted front and rear panniers should carry the bulk of the equipment. The cycle rack at the back can be used for bulkier items such as a tent or sleeping bag whilst a small lightweight back pack or handlebar bag is ideal for smaller items such as maps and wallet etc.
The weight must be spread between the front and rear of the cycle with the bias to the rear.
Cycle baggage is made from hard wearing material. Some baggage is waterproof and some is not so waterproof. Therefore, despite what the salesman tells you it is advisable to store ALL equipment in waterproof bags (heavy duty refuse sacks will suffice) inside the panniers.
Ensure all the baggage is securely fastened to the bike. All this extra weight will increase the speed of your bikes freewheel downhill and the pannier falling into the path of your front wheel, whilst at speed will be no fun!
The handling characteristics and breaking capacity of the bike will change quite noticeably on a fully loaded cycle and is something to be aware of when training for the tour.
Clothing:
The general requirement for touring is to wear clothing that is light, comfortable and above all else, functional.
Cycle shops are adorned with multi-coloured lycra available in a variety of figure hugging designs that will, unless you are fortunate enough to sport the perfect athletic figure, make you cringe with embarrassment!
The philosophy behind the equipment is sound. The clothing designs provide light, close fitting layers that offer a flexible system to cope with the cyclists varying insulation requirements.
We will be wearing our own, very special, custom made, gmas end 2 end team cycle jersies. We have been bouncing a few ideas around and with the help of Christian Von Schelling at Owayo Custom Sports have so far come up with two designs. Currently the designs are pretty basic but watch this space for further designs and ideas. Please check out our first few ideas for custom jersey designs...
Padded cycling under-shorts, shorts and/or leggings are highly recommended to ease any saddle pain.
Close fitting clothing prevents annoying flapping on those fast downhill runs whilst elongated shirt tails and shorts provide insulation for vulnerable areas. Close fitting lycra shorts should be high-waisted to insulate the lower back and be constructed of six panels to prevent chaffing from seams and have that all important padded seat for extra comfort.
Cycling generates a good deal of heat and any rider should be able to maintain body temperature even on the coldest of days. This does make cyclists vulnerable at rest and for these reasons is advisable to utilise a layered system of clothing.
The standard three-layer system of clothing adopted universally by other outdoor activities should include a ‘base’ (thermal) layer of comfortable lightweight garment designed to keep the moisture away from the skin. A ‘mid’ layer should provide the majority of the insulation requirement. Garments should be close fitting to aid insulation and quick drying. A zip front will aid ventilation but may be uncomfortable in your chosen cycling position. The final layer is the ‘shell’ layer. This is designed to protect the mid layer from anything that will impair the insulating quality. This includes wind and rain.
Due to the windage caused by cycle travel this aspect of the clothing is much more important than normal so take your time to shop around for the correct piece of kit for you!
Footwear:
Footwear needs to be close fitting and comfortable with a strong sole to spread the pedal load. A narrow fit is also an advantage when using toe clips etc.
Purpose-built cycling shoes are ideal but can be difficult to walk in. Laces should be kept short and tucked in to prevent them getting court in the pedals, chain and gears etc.
Overshoes offer the luxury of dry feet on those wet days. Breathable fabrics are ideal but expensive. A cheaper alternative would be a couple of plastic bags inside the shoes.
Other considerations:
On a tour of this length serious consideration should be given to wearing a helmet. Over half the cycling accidents involving car v bike situations involve head injuries.
Sunglasses to keep the sun, rain, wind, grit and dirt out of your eyes are a highly recommended bit of kit to pack.
And finally, padded cycling gloves offer a good deal of extra comfort on a ride of this length, as well as additional warmth to the hands and are well worth packing.
Basic Cycle Maintenance
This section is not intended to provide a comprehensive guide to maintenance techniques. The aim of this section is to suggest a series of checks that should be made before embarking on a tour of this nature and to impress the importance of general cycle maintenance.
General Cycle Checks:
The single greatest factor that reduces reliability is lack of use. No use is probably a greater destroyer of cycles than misuse – this applies not only to the cycle but also to the cyclist as well!
Regular cleaning is possibly the single most important contribution to cycle maintenance.
By guarding against the build-up of salt, dirt and other potentially corrosive materials, the deterioration of a number of exposed components can be prevented. Hot, soapy water is the best cleaning agent.
Regular inspections are also a simple but important tool in preventative maintenance. Components that have safety implications should be given priority. These include brakes, steering and tyres etc.
Lubrication is the other important preventative maintenance technique.
The smooth running of the cycle depends on the free running of many bearing surfaces. Light lubricants are better than heavy greases in all but the most severe conditions as grease has the tendency to attract dirt and grit which creates an abrasive compound that increases the wear on the bearing surfaces.
All bearing on the cycle should be checked periodically for lubrication of the bearing surfaces.
The Chain:
The chain is probably the single most vulnerable component on the cycle. It must withstand the highest mechanical in the drive system while at the same time being exposed to the worst conditions.
The chain requires regular cleaning. Scrub each link using a toothbrush and a penetrating agent such as WD40 to remove all signs of dirt and corrosion. Afterwards lubricate well with a recommended chain lubricant. The chain should always sound smooth in operation with no squeaking.
The remainder of the drive system should also be smooth running.
The derailleur should be free from a build-up of grease and dirt and the jockey pulls should be free running. Changes of gearing should also be smooth and the extreme ratios should be checked to see that the chain is not thrown off the sprocket.
Check the operation of the chain-wheel change. The free-wheel should be free running and the pawl should freely engage when the drive is applied to the system.
Cables:
Cables are also susceptible but require nothing more than a regular injection of a light penetrating lubricant down the cable sheath to maintain it in good serviceable condition.
Checks should also be made for fraying at the ends and where the cable enters the sheath. The operation should be smooth.
Wheels:
Tyres should be checked for general condition. The rubber shouldn’t be perished and there should be no cuts, abrasions or undue wear to the tread pattern.
The wheel should be true and all spokes should be in place and of an even tightness.
General:
Checks should be made on the tightness of all nuts, bolts and screws on the cycle. A long day’s ride may loosen a nut and bolt and a potential equipment failure can be averted by this simple routine.
It is a good idea to fit split of shake-proof washer to all cycle fastenings to prevent this gradual loosening. Carriers, mudguards, lights and other accessories are most at risk.