Cyclocross 101: class 9, the start

We've discussed the start a little before, but this session is dedicated the start. It’s been noted that the start of a ‘cross race may actually account for as much as 20% of the factors leading to finishing position. Yes, the start is rather critical in determining how one will place at the end of the race. Let’s take a close look at why this is so.

The start is a mass start, meaning racers are gathered at the line and as soon as the starting signal is given, the race is on. At smaller races, starting position is first come first serve on the line; at larger races it may be determined by registration order. The larger races may have as many as 100 or more competitors. The starting line-up usually has between 6 and 8 racers per row and as many rows as needed. After all racers are lined up, an official will give various instructions concerning the race. After these instructions are given, the racers will be given a warning about the approximate time until the start, as many as 2 minutes, but rarely much more than that. Countdown updates are given, the last being around 15, 20 or 30 seconds until the start. At some races the start signal is given right on time, at others once the final countdown warning is given the signal to start may be given at any time up until that time runs out, for a little more randomness.

From previous classes we’ve seen how the group can get bunched together, especially in the first hard corners and obstacles. It is rather difficult to pass in this situation since there is little room to move until later when the field spreads out. If there is an accident, there can be major traffic jams, just the way an accident on a busy highway backs up the highway. This may be a bit obvious, but those closer to the back of the field when there is an accident are going to get slowed down quite a bit, while those up front pull away at full speed. Therefore, starting well and getting position near the front drastically reduces the chances of being involved in an accident or being held up by one.

Even if there is no accident, by nature, it is slower going in a large group on a tight course. Those in the very front can break down into a single file line and take the fastest lines through the corners; however those in the middle of the group will be forced to take nonstandard, slower lines.

So a race is stuck in the pack, he’s faster; he’ll catch up once everyone thins out, right? Maybe, this depends on how much faster he is. Depending on how the start went down, a racer may have lost a large amount of time on the leaders right off the start. Now that racer must work much harder to catch up, spending precious energy. Since cyclocross is such an intense effort, pushing one’s self too hard too early may leave one with little energy to maintain speed at the end of the race. Let’s say our race managed to make up the time lost, they’ve spent a lot of energy doing so. The leaders who have managed their effort may now pour on the pressure and increase the effort output, which may leave our racer behind since is too spent to hold the faster pace any longer. Had he been up front with the leaders he may have held the same pace as the leaders, conserving energy, and made an attack near the end of the race to take the win.

So that's it, start wherever for a good race, start up front and take the whole shot for a great race.

Watch below to see the start of the Cat 4 men at the recent Beer Cross race in Dayville, CT.

Beer Cross 1 Cat 4 start from Scott Frison on Vimeo.



Class 1, The Overview
Class 2, The Competition
Class 3, The Race Format
Class 4, The Barriers
Class 5, More On Barriers
Class 6, An in Depth Look at Barriers
Class 7, An in Depth Look at Run Ups
Class 8, An in Depth Look at Sand Pits
Class 9, The Start
Class 10, Review and Wrap Up

Just a little tid bit

I don't know that I ever mentioned how the finish actually went down on day 1 of Gloucester in my original recap. Well, I could feel something going on that was kind of strange coming from my crank in the last lap. With a quarter mile to go I realized the left crank arm was coming loose, meanwhile I had to fend off one guy surging towards while doing my best with a seated sprint. I didn't dare stand for fear that the extra torque would pop the crank off right when I had my weight on it sending me to the tramac in an unforgiving way.

The crank popped off while cooling down in the parking lot.

I have problems with cranks at that race. Last year I realized it was loose just minutes before the start, with just enough time to get it fixed. Later in that race I was battling a guy on the last lap whose left crank arm came off mid lap.

On to another tidbit. One of the heads of state over at crossresults.com slapped a little camera under his seat and took some video of what was going on behind him. He has 4 videos, each of a separate lap, 1 through 4. By the way, this was taken during the same race I competed in though I never see myself in here, probably because he has a far better starting position and rides the whole race faster than me.


Gloucester Cyclocross Seat Cam from colin reuter on Vimeo.

See the other laps.
Lap 2
Lap 3
Lap 4

Quick Update

The latest batch of videos is up and ready for your viewing pleasure, just click here.

We've got just a little bit left to cover in Cyclocross 101, the next class will be coming along soon, don't fret.

Mansfield Hollow 'Cross Race

One of the best races of the season, that's what I call Mansfield Hollow. The course is a great course, one needs to be good at all facets of 'cross to excel here. It's truly a fun course to ride. Unfortunately, restraining my left quad earlier in the week, then riding single speed in the woods another day left me with little spark on the day. Usually I can accelerate well out of the barriers or runs ups or steep banks, but I had no such accelerations. I was even struggling to get the bike up some banks that shouldn't have given me too much trouble.

I could tell off the start that there was little available for any bursts so I decided to find my pace immediately and hold it. After pulling an initial lead on Jake he slowly worked his way up to me. Finally he passed and opened a lead. With two laps to go I almost lost another position but fought back and continued my surge to nearly catch back onto Jake. But the effort cost me and while he was going at it a little easier for a little bit, he had a better kick for the final lap. I had however dropped the other guy that had passed me briefly. I finished 1 spot behind Jake, Taylor came in a few spots later.

After our finish, we headed for some free hot cider and other goodies. We also took the chance to heckle some other the other races taking place.

Photos from the day, click here.

Videos to come soon.

Cyclocross 101: class 8, an in depth look at sand pits

In this session we will review the sandpit. In this case there are a few corners in the sandpit. Many, including myself, were able to ride through it. For me, it was a little faster, only because I could accelerate faster out of the pit and avoid the heart rate spike associated with running at a full sprint, thus there is no needed recovery period. For the elite men’s race, with their speed and fitness it was faster to run. The risk of a slow, drifting ride, and possible forced dismount was not worth the attempt to ride. In this video we watch the leaders of the elite men’s race run through the sand on day 1 of the Gran Prix of Gloucester, 2008.

GP of Gloucester Day 1, Elite/Pro Men through the Sand Pit from Scott Frison on Vimeo.



Class 1, The Overview
Class 2, The Competition
Class 3, The Race Format
Class 4, The Barriers
Class 5, More On Barriers
Class 6, An in Depth Look at Barriers
Class 7, An in Depth Look at Run Ups
Class 8, An in Depth Look at Sand Pits
Class 9, The Start
Class 10, Review and Wrap Up

Cyclocross 101: class 7, an in depth look at run ups

In this session of special material we will look at the run up. The videos in this session are from the 2nd day at the Gran Prix of Gloucester, 2008. This run up is a prime example of the said obstacle. First we will see the Cat 4 men hit the run up on the first lap of their race.


GP of Gloucester Day 2 Run Up, Cat 4 Men from Scott Frison on Vimeo.

In this next video we will watch the Elite women attack the same run up on the first lap of their race.



GP of Gloucester 2008, Day 2, Elite Women on the Run Up from Scott Frison on Vimeo.



Class 1, The Overview
Class 2, The Competition
Class 3, The Race Format
Class 4, The Barriers
Class 5, More On Barriers
Class 6, An in Depth Look at Barriers
Class 7, An in Depth Look at Run Ups
Class 8, An in Depth Look at Sand Pits
Class 9, The Start
Class 10, Review and Wrap Up

Cyclocross 101: class 6, an in depth look at barriers

In the next few sessions of Cyclocross 101 we will enjoy some special material concerning various aspects of the race. In this first portion of bonus material we will look at the subject of recent discussion, the barriers.

In the first video we see the Cat 4 men approaching the barriers on lap 1 of their race at the first day of the Gran Prix of Gloucester, 2008. The barriers will be visible about halfway through the video. However, since it is the first lap you will notice how bunched together the racers are. These barriers are 40cm tall and are placed on an incline providing some difficult hurdling.


GP of Gloucester Day 1 Barriers Run Up, Cat 4 Men from Scott Frison on Vimeo.

In this next video we see more barrier action. The uphill incline and general fatigue causes Jake to nearly trip on the second barrier.



GP of Gloucester Day 1, Jake hits the barriers from Scott Frison on Vimeo.

Finally, we see Taylor finishing the barriers and returning to the bike to accelerate away.


GP of Gloucester Day 1, Taylor through the barriers from Scott Frison on Vimeo.



Class 1, The Overview
Class 2, The Competition
Class 3, The Race Format
Class 4, The Barriers
Class 5, More On Barriers
Class 6, An in Depth Look at Barriers
Class 7, An in Depth Look at Run Ups
Class 8, An in Depth Look at Sand Pits
Class 9, The Start
Class 10, Review and Wrap Up

GP of Gloucester, 2008

A brief review of the weekend’s races in Gloucester, MA. Oh yeah, it’s pronounced Glastah. Throw in some heavy Massachusetts-New England accent and it sounds really great. Saturday morning the races started at 9 am with Taylor and Jake partaking in the category 4 race. A recent acquaintance, John, from the Wednesday night training series we’d been riding was also there, but I didn’t notice him right away. As soon as the race got going I was already wishing I was in their field, frankly because I figured I could roll out a top 30 placing of over 100 guys pre-registered. However, I gladly took on my role as 5% pit guy, 5% strategy coordinator, and 90% heckler/cheerer. Jake apparently punched some holes through the pack in the first half lap. Taylor witnessed this and claimed there was no hole to pass with but somehow Jake made up a lot of places from the back of the pack. Both of them fell into place, Taylor in quite a battle with a half dozen guys through out the race, Jake slowly but surely moving through the field. I counted position and shouted it out, then shouted some other words, and ran around the course to yell at them multiple times per lap. Oh, and I rang a lot of cow bell at them. Jake finished 14th of 98 and Taylor 41st.

After a morning of conjuring myself around I raced at 1pm. I was already feeling a bit intimidated. I was racing in the Cat 2/3 field which was bound to be fast. Then the announcers were saying Cat 1/2/3. “WHAT!? I’m racing Cat 1’s as well, oh geeze.” (As it turns out, I don’t think there really were any Cat 1’s.) So now I’m really feeling like a small fish amongst sharks and wondering if I should have just stayed Cat 4 for a little longer. Then the top 20 starting spot I thought I’d get, drifted into an 8th row starting spot after numerous call ups for guys with certain standing. To top it all off, barely riding your bike for 2 weeks doesn’t leave one with much for legs. So the race started, and let me tell you, this was the most aggressive field I’d ever been in. It was a fight, tooth and nail for every little inch in the field. In the first half lap I narrowly avoided becoming part of three different giant pileups. One pile up actually formulated, but I managed to stay upright and moving. From there, it was pure lemons. My legs didn’t have much and I slowly drift back in the pack. Once I took a corner too hot, and without warning my rear wheel slipped out from under me and I hit the deck. Later, as I entered the corner just before the barriers my left foot failed to unclip from my pedal and I hit the deck again. The 2nd encounter with the ground was slightly more embarrassing since there were many more spectators hanging around the barriers. I rolled across the finish in 65th of 98. Far from stellar, but acceptable, considering this is Gloucester, a.k.a New England World’s. Yes it has the nickname of New England World Championships, the competition is that hot.

The rest of the afternoon was spent watching the elite fields race.

Day two started well enough, I was feeling better and more mentally stable. Jake did not stay to race, so I found myself shouting at Taylor and our friend John. John finished rather well, 22nd of 102. Taylor’s legs faded on him a bit from day 1 and he came in 51st after some further battles during the race. The best part was the addition of a large, steep run-up that had not been part of the course the first day, a prime spot for yelling at people during their height of suffering. After the race I found John to congratulate him, and he thanked me for all the shouting noting how much it helped and motivated him.

On to my race a 1pm; I tried to be a bit more aggressive during the start. I was, to some extent, but the whole field was fast and aggressive. I also had to avoid yet another crash, two guys were on the ground, dazed and confused. The run up was chaos, but I seemed to be a little faster running than those around me so I shoved my way through a few guys. This run up would be a good place for me all race, I tended to be faster through it than those near me. This race I stayed upright and my legs felt a little better. I managed 54th of 90. Thus ended another weekend of cyclocross excitement.

I've posted a lot of selected pictures.

Just before posting I had a little pick me up from Jake. He called and told me to check out the finishing times. Despite my mid-grade finish in Cat 2/3, I would have been top 10 in Cat 4. Thanks Jake.

Class to resume soon

Like any good teacher that goes to a good conference, I've returned with a plethora of information to share and use in the classroom. As soon as I figure out exactly how to share it with you, my students we will resume class. Until then, review the classes we've had thus far and get ready for some great supporting material.

Cyclocross 101: class 5, more on barriers

Now that we're familiar with the obstacles most commonly seen in 'cross we'll examine how some promoters use them to make the course really painful. One of the most common ways of creating such extra pain is to combine the run-up with barriers. Place a set of barriers at the bottom of a bank in which the riders will be going straight up and suddenly that rideable bank isn't so rideable. The rider coming in, dismounts to run over the barriers but then the bank has too much grade to get back on the bike and get it going. Thus the rider must run to the top. And as many people may have noticed, sprinting up a hill puts you into the red zone of anaerobic ability, no less while carrying something like a bike.

A slight variation on this is to throw the barriers in the middle of the uphill. This causes riders to carry less speed into the barriers as the bike slows quickly when it is not being pedaled up the hill. In actuality it tends to make the riders nearly stop forward motion. This makes for difficult traversing of the barriers.

To and another slight variation, throw a tight corner that exits uphill, with barriers part way up. This causes a situation where the rider must begin running up the hill from virtually a standing start, and without much running speed barriers are might tough to get over.

Below we see a picture from the GP of Gloucester in 2007. These barriers we placed in the middle uphill bank. It was very difficult to carry much speed into these barriers. There was a tight left hand turn, from which riders entered going down hill but exited going uphill. In the middle of this 20 meter bank was a set of 40cm barriers. The fastest way through was to dismount entering the corner, run up the hill until the ground leveled off then remount. Many racers attempted to mount their bikes to early and lost too much speed.




More to come after the weekend. It's off to the Gran Prix of Gloucester 2008.


Class 1, The Overview
Class 2, The Competition
Class 3, The Race Format
Class 4, The Barriers
Class 5, More On Barriers
Class 6, An in Depth Look at Barriers
Class 7, An in Depth Look at Run Ups
Class 8, An in Depth Look at Sand Pits
Class 9, The Start
Class 10, Review and Wrap Up

Cyclocross 101: class 4, the barriers

As mentioned in an earlier session there are various obstacles that can be found in 'cross courses. Such obstacles are meant to 'oblige' the rider to dismount their bicycles. In most cases some skilled riders can get by without dismounting, in other instances it would take a super human feat. Of course, just because you can ride the obstacle doesn't mean it is the fastest way through, and since we're talking about racing, well you get the idea.

The three main obstacles we usually see in cyclocross are run-ups, sand traps, and barriers. Run-ups are usually a relatively short hill or bank that are too steep to ride one's bike up. Sometimes they can be ridden by some but not others. In most cases, if you can ride up it, you'll be faster. There are also some run-ups that include stairs, pretty hard to ride up, especially on a 'cross bike.

Sand traps, consist of beaches or volleyball courts. The sand is rarely packed, rather very loose. If you've ever ridden a bike, or tried to ride a bike through sand, you know it is rather difficult. The bike wants to follow its own course and moves all over on you. Sometimes it is a straight shot through the sand, so most people can ride. Then other times the course designer throws in a turn or two, or three. Turns tend to force most people off their bikes, as they cannot get the bike to turn without the front wheel washing out.

The final obstacle is the barrier. According to UCI rules, there is a limited number of barriers per course and the size of them and distance apart the pair can be are regulated as well. They can only come in pairs as well. The rules on barriers are, 40cm high constructed of wood boards and 4 metes apart. This is all good and well, however some of the best courses, in my opinion, are not UCI legal. First of all, sometimes the barriers aren't 40cm high. Sometimes they are lower, other times, higher. I've seen small logs, to large logs that one needs to step on top of to get over, to small fences, or sets of four barriers, or a single barrier. Now the riders don't have to dismount their bikes for the barriers, but lets face it, most of us can't hop a bike 40cm into the air. Nor can we do it clean enough and fast enough to be efficient in a race. There are a few guys out there that can get over the barriers with relative efficiency though, and when they do make an attempt it is a real crowd pleaser.

That's all we'll cover for now on the obstacles but I'll leave you with more video footage to watch.

In our first video we have JPOW explaining how to hop the barriers. In our second video we see Matt White cleaning them nicely without a dismount.



Class 1, The Overview
Class 2, The Competition
Class 3, The Race Format
Class 4, The Barriers
Class 5, More On Barriers
Class 6, An in Depth Look at Barriers
Class 7, An in Depth Look at Run Ups
Class 8, An in Depth Look at Sand Pits
Class 9, The Start
Class 10, Review and Wrap Up

Cyclocross 101: class 3, the race format

Sorry for the delay in our next class, we'll get right into the next lesson.

In class 1 we learned that races were based on time, and as the race developed more, based on laps. We'll begin our discussion of race format by reviewing the time based situation. Most people familiar with racing are used to a race where the number of laps to be raced is set at the start, like the Indianapolis 500. Mario Andretti knew he had to do 200 laps before beginning the race. In cyclocross you neve quite know how many laps of a course you will complete.

When the racers gather at the start line, some selected person goes over some general information about the course and basic rules, and they indicate the time length of the race. In Cat 4, 40 minutes is pretty standard, Cat 2/3, 45 minutes, and in Cat 1, 50 minutes. The professional fields run 60 minutes. This applies to the men's fields, the women usually run a few minutes less.

Now the race starts, and everyone knows they are racing for approximately 40 minutes if they are cat 4. Granted not everyone can finish their lap exactly at the 40 minutes mark. So after 2 or 3 laps, the officials have the average lap time. With this they can figure out approximately how many laps can be completed in the given time. If it looks like the leaders should complete a lap around 39 minutes the officials will post that as the last lap. If they look to be completing some laps around 35 minutes and 41 minutes, the lap closer to 41 minutes will be designated as final. When the officials make their decision based on the average lap time calculation, they display the number of laps left at the start/finish line. Most racers know after two or three laps to look at the lap cards to gauge their effort and strategy for the rest of the race.

With one lap to go for the leaders, a bell is rung to signify the last lap. Fittingly, this is known as the bell lap. The rules on lapped riders can vary from race to race. At some races, as soon as a rider becomes lapped, they are pulled from course. At other races, they continue to race but finish on the same lap as the leaders even though they've completed fewer laps.

The start of a 'cross race is critical, especially at larger races. Getting as close to the front row is critical, especially at larger races. Racers line up in rows, up to 8 or 10 riders across and as many rows deep as needed. The start is from a standstill and can be very predictable, or they may simply say 30 seconds and the whistle may blow anytime in the next 30 seconds. Once the whistle goes off, it is an all out sprint into the first few corners. Getting ahead is critical, maybe even 20% of producing a good finish. If one can make it through the turns with a good line and through the obstacles and technical stuff ahead of the traffic they stand to pull a large gap while others get slowed down by the high traffic effect. Because the start is so important, it is not uncommon to see racers fighting tooth and nail for position during the first lap or two. Leaning against each other and rubbing handlebars is not all that uncommon. At Charm City Cross I brushed one guy's handlebar as I dove into the inside of a corner on him. At the Wednesday night training series my bike got a little squirrely in some sand I hadn't noticed as I tried to make a pass and I ended up leaning fully into the guy I was trying to pass for at least 10 or 15 meters.

During the race, some road tactics can come into play such as drafting, depending on the course. A very fast course would allow for drafting, while a slower technical one would not. When things settle out it really becomes a matter of holding pace with the competition and figuring out where you're stronger on course. Once you pick out the spots of advantage you know where you can make a move near the end of the race and drop your compatriots.

During the final lap the fight for position gets aggressive again. The bell has rung and everyone knows this is it. As they come towards the finish line, if anybody is still together it breaks into a complete sprint for the finish line.

This pretty much sums up the race format. We have a video for you this time, which sort of shows the importance of the lap cards [and that the officials keep them accurate]. It comes by way of cyclofile.com. It is a recap of the Starcrossed and Rad Racing GP races a few weeks ago. The cards got messed up, and you'll see Ryan Trebon get a bit unhappy and Jeremy Powers (aka JPOW) gives his description of what happened at Starcrossed.

2008 Star Crossed/Rad Racing GP Cyclo-Cross from sam smith on Vimeo.



Class 1, The Overview
Class 2, The Competition
Class 3, The Race Format
Class 4, The Barriers
Class 5, More On Barriers
Class 6, An in Depth Look at Barriers
Class 7, An in Depth Look at Run Ups
Class 8, An in Depth Look at Sand Pits
Class 9, The Start
Class 10, Review and Wrap Up

Cyclocross 101: class 2, the competition

Before we delve too much into the ideas about the course, its make up, and the obstacles I'd like to cover the competitors that ride on the course. Many races are held under the rules and backing of the governing organization, USA Cycling. USAC provides categories based upon experience and results. In 'cross there are currently four categories, though only a few years ago there was simply an A race, B race, and C race. A was the fastest and C the entry level. Then the classes were designated in a fashion similar to road racing using a numerical system. Now Category 1, or Cat 1 for short is the upper echelon and Cat 4 the entry level. However, organizers have not necessarily change the number of races to meet the categories, and still hold a bit to the tradition of A, B, and C races. That is there is usually a race for Cat 1 racers, then one for Cat 2/3, and one for Cat 4. Sometimes the promoters change the grouping a little, but this is generally the grouping.

Moving up a category requires a racer to post certain results. One exception is moving from Cat 4 to Cat 3. Racers looking to upgrade are allowed to do so after participating in a set number of races, however most tend to try and meet the finish results aspect of the requirement. After all, most people like to be at least semi-competitive within their category and moving up based on results may mean the new class will be significantly faster. There are also rules that state a rider must upgrade their category if post a certain number of high place finishes.

Manditory upgrades keep the fast guys from dominating in lower classes, and give others a chance to accomplish good results and upgrade themselves. The manditory upgrades also keep the classes more competitive.

I hope you enjoyed today's session, next time we'll cover the race format a little more in depth.
Since the link on usacycling.org isn't quite correct, you've been saved from homework and the suggested readings this time.



Class 1, The Overview
Class 2, The Competition
Class 3, The Race Format
Class 4, The Barriers
Class 5, More On Barriers
Class 6, An in Depth Look at Barriers
Class 7, An in Depth Look at Run Ups
Class 8, An in Depth Look at Sand Pits
Class 9, The Start
Class 10, Review and Wrap Up

Cyclocross 101: class 1, the overview.

I've had a request to explain all of the cyclocross nonsense of which I write. As such, many of you reading this may be familiar with various forms of cycling, or even a complete novice on cycling, but no matter the cycling Jedi status, many seem to have one look upon their face at the mention of 'cross.

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And with that I welcome you to Cyclocross 101. In this session we will cover cyclocross, or 'cross, basics.

'Cross developed in the early 1900s in Europe as a way for road racers to stay in shape through the winter months. Granted, there were no mountain bikes at the time so all that really existed was a 'road' style bike that was raced on either roads or on a track, called a velodrome. As it was, road races didn't extend through the winter months so many a racer took to riding their bike in the less than desirable conditions and to mix it up a little they started wandering from the roads.

Before long there were officiated races and 'cross took hold. 'Cross courses can vary significantly, but generally they have a particular theme; they are generally held in parks or other public local. There is usually minimal elevation gain compared to what one may find during a road race or mountain bike race, but this is not to say the races are pancake flat. In fact, many course feature a short steep hill or bank that obliges riders to dismount their bikes and run to the top before mounting the bike again. Clever enough, such an feature is called a run-up. There are also generally barriers on course as well. Again, they are designed to oblige riders to dismount their cycles, run over the obstacle, then return to riding. Barriers come in many shapes and forms; low fences, logs, or planks of wood. Some locations are lucky enough to provide a large area of sand, and since we are talking parks, this usually means a large volleyball court. Again, loose sand is difficult to ride through, especially if a corner or two are thrown in, so riders tend to dismount and run through the obstacle.

At this point we understand that there are obstacles on course, but we must investigate the course as a whole. Course usually range from 1 to 2.5 miles and even slightly longer, though an attempt is usually made by the organizer to produce a lap that will take between 5 and 8 minutes to ride for most competitors. Depending upon the level of event and funding various items mark the course. At large events the entire course will be marked on both sides by caution style tape. At small events, tape will be used minimally to block off significant turns and small flags, and paint may be used.

'Cross races are also based mostly on time, i.e. 30 minutes, 40 minutes, 60 minutes. Officials take a reading during the first few laps and factor and average lap time for the leaders. At this point they can figure approximately how many laps can be completed in the set time, or finished as close to the time as possible. Once this is figured they begin to place lap cards on display. Once the cards are out, that is simply the tool used by racers to determine how much racing is left. As the last lap starts, as with many other sports such as track & field, a bell is rung to indicate the last lap, otherwise known as the bell lap.

At this point I think we've covered a general outline of the sport and I'll allow you to digest this fascinating information while you complete your homework. Over the course of our next few sessions we will dive further into various details of the race and the course.

For your homework I have some suggested reading. There is a pretty good article written in wikipedia on cyclocross here.
the Gran Prix of Gloucester race website also has a decent, if brief explanation here.


Class 1, The Overview
Class 2, The Competition
Class 3, The Race Format
Class 4, The Barriers
Class 5, More On Barriers
Class 6, An in Depth Look at Barriers
Class 7, An in Depth Look at Run Ups
Class 8, An in Depth Look at Sand Pits
Class 9, The Start
Class 10, Review and Wrap Up

On the road again

Another weekend and another road trip. This time was purely for the pleasure of getting away and visiting friends and family in the greater area surrounding our nation's capital. And while there was no racing to be had, despite the temptation of a 'cross race in Buckeystown, MD, there was some riding.

I departed Friday morning, in the rain. By the time I arrived in the Allentown, PA area, I'd moved out of the showers. I grabbed a sub from a local store and made my way to stop #1, the velodrome in Trexlertown. After discovering the weekend before that the track was open for public use it became a definite stop on this trip, provided the weather would hold out. The threat of rain remained but it seemed as though it might hold off for a while. Initially I thought the gates were closed and almost left in complete disappointment, but thankfully my curiosity got the better of me. I back up the car and went looking around the gates. Low and behold the lock was not secured on the main gate despite the appearance from afar, and the athlete entrance was wide open. I scurried back to my car in the parking lot, grabbed my bike and clothes, changed in the locker room and headed out to the track. After riding 100 laps (+/-1 lap count error) in an hour of the 333 meter track, I showered and got back on the road.

The next stop was Gettysburg. South of town, in the monument laden battlefield I pulled over and got out for a much needed stretch. I walked around and investigated some of the information plaques and monuments. After the brief respite and gaining further interest in spending a day or two in Gettysburg to really take in the history, it was back on the road to Germantown, Maryland.

Here I arrived at the lovely home of my good friends Derek and Jess. We spent the evening dining and catching up. Saturday Derek and I met with my sister for brunch and then after returning for Jess we all went to an Octoberfest in Frederick. The celebration of German culture was small and entertaining, but a bit less exciting than any of us had anticipated. Certainly, the best part was the food and beer. Saturday evening began with some neighbors joining us for dinner with plans to watch the Penn State vs. Illinois football game. Dinner was great (thanks Jess), but ABC decided our region should be watching the Virginia Tech vs. Nebraska game. Thus the party thinned to Derek, Jess and myself staying awake enough to catch score updates.

Sunday came too soon and it was time to head for Connecticut. I planned to follow a similar path back through Amish country, but with a small detour into Philadelphia for a brief dinner visit with my friend Sarah and her boyfriend, Matt. I can say that I now have a baseline from which to compare all other "Philly" cheese steaks. It is quite a standard to live up to. The stop was far too short, but I had to get back on the road if I hoped to return to Connecticut before the wee hours of the morning, so I exited the Philly area amidst more rain to finish out my trip, just as I'd started it.