Team Sarcoma's Most "Senior" Member Wins Two Golds in Florida State Finals

By Allan Duhm

Along the pathway to riding in RAAM, our team members are still participating in other competitions, as long as they do not conflict too much with RAAM preparation. To that end as our most "senior" team member, I participated in the Florida State Finals of the Senior games, Recumbent Division Time Trials. Many of you know me better as Diesel on the Bacchetta forum. I qualified for the finals by racing the Senior Games in Sebring (Highlands County Games) as the only recumbent at those games.

The state finals were held in my home town of Lakeland, FL so I had the slight advantage of having ridden the TT courses. Having followed the directions of Team Sarcoma Coach Jim Verheul in the weeks leading up to the finals on Saturday, I felt as prepared as I could be, and fortunately my results showed. With times of 7:31 in the 5K and 15:21 in the 10K I was able to out pace the second place rider in my 60-64 age group. Only one other bent rider in all classifications, 10 years my junior, posted slightly faster times. That was my second goal, to post the best times of the day overall, but it was not to be.

There was yet another challenge to winning the races. In the spirit of sticking with a task until it's complete (much like the RAAM race) I had to hang around after the second race and all racers were gone, to get race officials to pull up the times and discover I had won the 10K race which they had mistakenly awarded to another rider. My times in both races got lost for some reason, but the officials dug into their files, found my recorded times and indeed admitted I had won that race by nearly a half minute. Apologies were accepted, no harm no foul, and the officials even dug out and presented my gold medal to me at the back of the packed up U-Haul truck!

A highlight of the day was to meet several Bacchetta riders I'd never met before and that was as much a thrill as winning. It's always great to meet members of the Hive. You B riders over 50 in all states, I hope you'll check and see if your state offers a bent division. Officials were amazed at the number we had participating this year. Let's keep our recognition and status growing and glowing! Proud to represent all bent riders, and especially the B-hive, Team Bacchetta, and Team RAAM Sarcoma Powered by Bacchetta Bikes.

By the way, another new bicycle has been added to the Team Sarcoma Raffle by Coventry Cycle Works of Portland, OR. Check out how to enter the raffle and also our new donor's web site.

What's new with the Team?

by Dana Lieberman

So, you may be wondering, "what does a RAAM team do in December?" Well, here's an update...

First, there is a lot of banter. I think it is driving our crew chief a little crazy as there are dozens of email messages shared every couple days. Mostly, we are brainstorming, getting to know each other, and finalizing details for the raffle (you know about the raffle extravaganza, right?).

We have started working with our team coach and RAAM/ultra cycling racer, Jim Verheul of JBV Coaching and Bent Up Cycles. We are not officially "training" yet, but rather trying to just spend time on the bike enjoying ourselves, setting goals, and getting our bikes dialed in.

I can already tell we are a competitive group. Except for Chris, we are all Clydsedale riders. we've already set up a competition to see who can meet their weight-loss goals by the time RAAM arrives. Without being to specific, we are all pretty ambitious. The winner will get something special (TBD).

Finally, some of the racers are beginning their preparations for the Sebring 12/24 hour race in February. This will be a first-hand opportunity to implement nutrition strategies, test gear and get to know each other.

Things I Think I Know About Sebring 12/24 Race

By Allan Duhm

As fall turns to winter, and stationary trainers make their appearance in basements and family rooms, many turn their thoughts to that next great cycling opportunity that they know is just too far away. Those that can't wait, start dreaming of the warm (usually) breezes of Florida where they can not only get in a ride, but can choose to challenge themselves to the max by competing in either the 12 or 24 race. This year's dates are February 18 and 19, 2012.

There are several options from which to choose. The 12 hour race allows drafting. The 24 hour race offers the option of drafting, or the non-drafting (RAAM Qualifier) race. If you are not riding as a RAAM Qualifier, you are asked not to draft any of those who are. They will have a different color race number on their bike or person. Leave them alone...they are crazy or might hurt you! :)

So now that you've decided, yes, this is the year I'm going to Sebring (possibly "again"), it's time to set up your own personal training regimen based on your experience and goals. This article will not address training, but rather I'll attempt to make you aware of some things to expect at Sebring. For old pros, please bear with me. You've been there, done that.

Travel. It is good if you can arrive there on Thursday, or before, just to get rid of your travel legs, get used to the weather change and get settled in with little or no stress. That gives you all day Friday to stretch, get in a nice warm up ride, and enjoy the company of others of like mind. To be sure, you don't want to miss the Bacchetta pre-ride cookout on Friday night!

Lodging. Limiting camping is available at the track. There is a public outdoor restroom. Keep in mind that your gear has to be moved over to the race track late afternoon on Saturday. The Four Points by Sheraton Sebring Chateau Elan at the race track is the premium way to go. It is extremely clean with a nice restaurant. If you choose this option, be sure to ask for the Sebring 12/24 race rate.

The Route. Big Loop: Mostly flat with a few mild rollers on the big loop to and from Frostproof describes the first 90 miles. You will start on the race track in the dark in the morning, following a pace car for three laps. The rest of us follow the bike in front of us. At sunrise, the car leads you out onto public roads and you will follow the masses in toward Sebring, skirting the town to head through cattle ranches and orange groves up to Frostproof. There you'll toss a poker chip you've been given pre-race, into a tub to show that you didn't short-cut the route, do a U-turn, and head back to Sebring via the same route. Many like to have a SAG vehicle meet them near the turn-around on the north side of Lake Reedy, although that can become very crowded if you arrive with a pack. Others opt to meet support along the groves at the north end of Avon Park Cut-Off Road (see maps on website). Good place to stop and pee in the grove as well as take hand-offs. Back towards Sebring you'll be routed further east to a tiny dot on the map called Lorida, before looping back west to the race track. There you’ll cross the official timing mat at the original start line. You've completed around 95 miles.

Back at the Track. After crossing the mat after the big loop, you continue down about a 1/3 mile stretch of pavement along which campers and support vehicles are parked. Here is where you pick up any supplies you need from your team. No matter where your support is, you must go to the orange turn-around cone near the public restroom, each time you come back to the track and cross the timing mat. You can stop at your support vehicle either on the way in or out, your choice.

The small loop is still on public roads. 12 and 24 hour racers all ride this loop. Essentially this is an 11-mile triangle with a gentle up-grade on the first leg, a few fun rollers on the north-bound leg, and a lovely downgrade most of the way back to the race track heading east. You may encounter some large trucks on the first section of this triangle, but there is a clean, ample shoulder for riding and the single RR crossing is decent. BTW this short loop segment of the ride also provides the warmest temps of entire ride. It can get near 90 so be prepared.

Around 5:00 PM when you arrive back at the race track, you'll be re-routed through a shoot and onto the official Sebring Race Track. Race cars are done for the day and it's all ours. Pretty cool huh?! You'll enjoy a few laps of the official track before enjoying what is usually a gorgeous sunset, and then night settles in for the duration. 12 hour riders will finish their ride with 3 to 7 laps of the race track, and to the cheers of the support staff along the retaining wall. Mid-afternoon, your crew will have moved all their supplies over into the pit area, and your contact with them from now on will be across a concrete barrier.

On the track at night. Get your iPod ready and settle in. It is serene and peaceful the rest of the night, depending of course on your chosen pace and goals. The pit area is lit up like daytime down a long straight-away, before you disappear into the depths of darkness on a sweeping left curve. Now you'll navigate the course following the dozens of blinking red lights placed in the center of the track. Ambient light from the pit area helps some, as does a momentary splash of light beneath a lighted walkway before you head back towards the Chateau Elan and the right-hand hairpin turn. A hard right at the hairpin takes you out to the back of the course, then around the back of the pit (SAG) area before dumping you out on pit row again. You'll come to memorize every turn on the track. Hint. Don't hit the red blinkies!!! They'll mesmerize you and attract you to them when you become fatigued. Hint #2. Apex! Find the apex of the curves. Reduce your distance traveled by not staying centered on the track all night. I thought this was just common sense, but I’m constantly amazed by the number of riders that hug that center line all night long. After a few laps you and the track will become one and you’ll easily zero in on the best line to take.

Concentration. The track at night is as flat as it can possibly be. That doesn't mean accidents cannot happen. They do. Last year a couple hours after dark a rider crashed very hard just past pit row, even while still within the lighted area. It appeared he just lost concentration or possibly dozed off. Badly broken femur, etc. Stay alert! Also be aware of ruts. There can be spots in the race track where seams cause a rut that will momentarily grab your wheel. Check out the track the best you can during the three start-up laps in the morning and the few laps you get before dark settles in. For me the two worst spots for ruts have been in the sweeping left curve immediately after pit row (either stay tight or go wider has worked for me), and just before the timing mat can be dangerous for ruts. However, last year they found a great smooth area for the mat. Just pay attention.

Lights. Bring a good headlight and a back up. No light, no ride. Tail lights. Do NOT mount your super laser, “see me from 2 miles away” light. These are very distracting to bikes behind you and not necessary on a closed course. A moderate red blinking tail light is fine to be visible to bikes coming up behind you.

Weather and Clothing. I’ve experienced this ride starting out in the 20’s, as well as in the 60;s. Ya just never know While last year the temps seemed to be perfect, we were thrown a curve with area muck fires (burning peat/earth). Also after a moderately warm day, the temps dropped during the night to where significant cold weather gear was needed. Bring your cold gear! When the body has been burning fuel for 14 hours, you can be much more sensitive to the cool or even cold temps of the night. Bring the gear and don’t use it...no loss. Don’t bring the gear and need it...possible DNF. That’s an easy choice. How cold can it get? A couple years ago I wore a jacket, tights, boot covers and lobster gloves until noon! When it’s that cold, you also won’t like the wind! On the other hand, never forget to bring sun screen to Sebring, especially if you’ve been indoors since November.

Pit area at night. Your support team will operate near the dividing wall all night long, but there is shelter available for them in case of inclemental weather. They would greatly benefit, however, by having a shelter out near the wall, also making it possible for them to better support you. The 10-foot square pop up tents are perfect for this, and if it’s stinking cold and windy, a few side panels are just plain heaven. Electricity is available in the pits, making a small microwave for soup, instant potatoes, baked potatoes, and invaluable appliance. In summary, flat, possibly cold, challenging, possibly hot, fun, possibly windy, great camaraderie, logistically challenging and something you’ll remember for all of your cycling days and beyond. Come give Sebring a try. I have yet to meet someone that was not glad they tested their grit in either the 12 or 24 hour race.

Four Riders and 14 Crew???

Unless you have firsthand experience with RAAM, you may not realize that many more people participate as crew than as riders. Our team of 18 will have four riders, and 14 crew. Why so many? In a word: Logistics.

The crews operate around the clock in three eight-hour shifts. Call the shifts “Follow Duty,” “Mother Ship,” and “Sleep.”

Follow Duty There are four crew members in two follow vans on the course at all times. They operate as driver/navigator pairs in leapfrogging riders up the course as the riders alternate 20-30 minute pulls. Riders will do this for four hours before returning to the Mother Ship to eat and sleep while the other two riders take to the course for four hours, but the Follow Van crews stay out for eight hours at a time.

Mother Ship When the crews come off their Follow Duty shift, they start their eight hours of Mother Ship chores. The Mother Ship is a large RV that houses riders and crews not out on the course. For the riders, all time in the Mother Ship is meant to be spent eating, sleeping, and getting ready to ride again. For the crew, Mother-Ship duty entails cooking, cleaning, massaging riders, repairing bikes, planning, etc. – all mostly done in a moving RV. The riders are moving down the road non-stop, so the Mother Ship must cover around 500 miles a day, too.

Sleep After 16 hours of work, the crew has what may be its most important shift, the Sleep shift. Riders start to get a little Zombie-like after several days of racing, so it’s important that crew members be rested and alert. Sleep is essential. Even though the Mother Ship is a crowded, smelly, noisy, bouncy bike shop/motel on wheels and all the beds are shared with other crew, staying awake is not an option.

Go-Fers Staffing these three shifts only requires 12 crew, so where are the other two? They are operating a fourth vehicle, the Go-Fer van. Go-Fers run errands for the riders and crew so they can remain focused on racing. The errands include shopping for rider and crew food (when suddenly one of the riders can only stomach soft boiled eggs and licorice), laundry, repairing a vehicle’s flat tire, ferrying water and ice, serving as an ambulance if needed, etc. All this is done while staying in touch with the Mother Ship and arranging a rendezvous every few hours as the whole three-ring circus covers 500 miles about every 24 hours. Go-Fers sleep in motels as their work allows, but they spend more time driving than anyone else on the team.

So, is RAAM all about riding or all about crewing? The answer is both and each experience offers a great opportunity to be part of an unforgettable teaming experience. If you aren’t lucky enough to ride or crew this year, we hope you’ll participate virtually by following our team as it prepares and races.

PBP 2007 Vs 2011: Why I’m Sold on Recumbents for Randonneurring

by Alex Miller

I completed Paris Brest Paris in 2007 and 2011. In 2007, I rode a very expensive, custom-made diamond frame bike by a highly respected builder – not the same bike as the one pictured, but very similar. It is a truly beautiful bike and everyone who has ever ridden it talks about its comfort and handling.

But, after 1200K (750 miles), I had lost the use of my left hand (was having to reach across and shift with my right), both of my feet had extensive nerve damage, I was impotent, and my rump looked like hamburger. The ride took me 85 hours, and I was limited to 6 hours of sleep. It was not a lot of fun. I eventually recovered from all that, but some the healing took a while and the impotence in particular seemed to take a long time regardless of what the calendar said!

While I was suffering through the last several hundred miles of PBP ’07, I kept seeing this happy-looking fellow who looked like he was riding a recliner on wheels. Within a month of completing PBP ’07, I had researched recumbents, made some choices, and was riding a Bacchetta.

I was not immediately 100% converted. I live in a hilly area and I was using commuting as a primary form of training. Recumbents work in either application, but they may not be ideal starting points for everyone. For a year or so I bounced back and forth between recumbents and diamond frames. Everybody else I knew rode a diamond frame for brevets, and I chose to do the same.

When 2011 rolled around it got to be time to get serious about training and qualifying for PBP. I knew I didn’t want to repeat what had happened in ’07, so I decided it was time to try a recumbent on a brevet.



By then I was riding a Carbon Aero 2.0 like the one pictured, an off-the-shelf, mid-priced bike. I had a lot of questions about how it might do as a brevet bike, but the whole point of the qualifying series is to figure out what works for you.

The difference was remarkable. On my diamond frames, I had always been one of the slowest riders at any brevet, usually finishing within an hour or two of the maximum allowed time. On my first two brevets on the CA2, riding with the same old gang of riders, I finished second and first respectively, and I felt great doing it. I was sold.

After a successful series completed on the CA2, I went into PBP 2011 confident that I was on the right brevet bike for me. Still, I was simply shocked at the difference between ‘07 and ’11. I intentionally finished ’11 in 90 hours, but along the way, I got nearly 20 hours of sleep! The only discomfort I had associated with the bike was the occasional hot foot (no lasting nerve damage) and a tiny spot of nerve damage on my left thumb that has already cleared up. Not perfect, but sooooo much better than 07.

Those of you who already use your recumbent bikes for brevets probably don’t need to be convinced of the advantages. But, if you’ve got friends that have yet to give recumbents a serious try for brevets, I hope you’ll share this blog with them. If they are intrigued, here is a more complete article they may want to read.

http://www.randonneurs.bc.ca/newsletter/submissions_2006/004_pbp-and-recumbents.html

Anticipating the Big Wild Ride!

Apparently, ultra distance cycling is in the blood of this team. Larry and I are preparing for the Big Wild Ride, a 1200K Randonee taking place the same week as the famous Paris-Brest-Paris in France. As Larry waits patiently for his spokes to arrive, I will take a few minutes to give you an idea of what goes into preparing for an event of this magnitude.

1200 kilometers equates to 750 miles, and it is ridden in a period of 90 hours or less. Basically, it is like doing double centuries every day for four days, but without a good night's sleep between each ride. In fact, I think the mental aspects of completing this ride are more difficult to grasp than the physical. Let's face it...after two or three hundred miles, your body is done. It really takes an act of will power to finish the remaining ride. So, how do you do that?

Aside from the nitty-gritty details that I have been reviewing over the last couple weeks, I have spent a lot of time doing some visualization. I spend time envisioning the first, 9-mile climb (the hardest climb of the ride), that takes us to about 2700 feet. I imagine doing it slowly, keeping my power down so I don't burn out, without fretting too much about how long it is taking me.

I have spent a lot of time visualizing the finish. The sense of accomplishment of completing my first 1200K. I DNF'd my first 1200K a couple years ago...I didn't understand the rules and that cost me the event. I'm not making that mistake again.

I visualize all of the problems I may have on the road...flat tires, broken cables and chain, the pure exhaustion of riding, and solve those problems in my head repeatedly.

I've been doing this long enough that I have a good idea of how I handle sleep deprivation, and what my mind will start doing. I imagine wanting to quit, and talking my way out of it. I imagine wanting to stop at controls and hang out, and then imagine kicking myself to get up and get on the bike. I think about all of the mental games I will play with myself over 90 hours, and how I will overcome each one. Trust me, I will feel like quitting...the key is to move past that and keep going. Set short-term goals, promise myself an ice cream cone at the next town...whatever it takes to keep moving forward.

The logistics of this are quite daunting. I need to think ahead and pack three bags of supplies to send up the road. In this planning, I need to account for they varying weather conditions of the area, the time of day I anticipate riding, and everything else that may just come up! Long lists are involved...

I plan to ride with a friend, Roland, who I've ridden a few times with in the past. We ride about the same speed and he is great company. I enjoyed building his Bacchetta CA2.0 for him last January, and he is putting it to good use.

We decided to forego the pre-established "sleep controls" for a variety of reasons. The first is at mile 265. Well, we will probably be there at 4-6pm, which is prime time for riding! I want to see Alaska, not ride through every night, so we decided to push on to mile 322 and get a hotel room where we can have a real bed (no sleeping bags) and hopefully get some good sleep for about six hours.

The next stop is at mile 475. Again, we will probably arrive there late afternoon, and decided to press on to mile 514 and get another hotel room. Same plan...sleep through the night and head out around 4am when it is getting light out.

Our last sleep stop will be at the last "sleep control." at mile 640. The ride up to this stop is through Denali National Park, and I really wanted to see this during the day. I hope we are on schedule so we can enjoy this beautiful scenery! After getting our last nap, we head off for the last 115 miles to Anchorage!

It will be quite an adventure, and I look forward to posting more afterwards!