The minimum weight limit was introduced to prevent the use of extremely lightweight and potentially fragile bicycles that could compromise rider safety. Bikes that are too light might be more susceptible to damage or failure during a race, especially under the stresses of professional bike racing. By setting a minimum weight limit, the UCI aims to level the playing field and prevent teams or riders from gaining an unfair advantage by using excessively lightweight materials that might compromise the durability and safety of the bike. This rule is supposed to help maintain a balance between innovation and safety in the design and construction of bicycles. The question is, does it do that?  

The UCI bike weight limit of 6.8 kilograms for road racing bikes was introduced in 2000, 24 years ago. Bike technology has obviously come an extremely long way since then and, some might argue, all the UCI has done in this time is impose more stupid rules that stifle innovation and distract from the real problems like doping and rider safety. The UCI would argue that they’re preserving the sport’s unique aesthetic or something.

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Dan Bigham dislikes the weight limit…

“I would increase the minimum weight limit to 8 kilos”, these were the heretical words that flew out of Dan Bigham’s mouth on an episode of “Peak Talk”, linked below.

He qualified this statement with the fact that it might piss some people off, and it won’t be the first time he’s upset cycling’s traditionalists (or the last, for that matter). He espoused his frustration with there being “a stupid push to be at the weight limit” and he identified an interesting phenomenon. 

Cycling performance appears to be approaching a self imposed local maxima.

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Maths lesson – what’s a local maxima?

In simple terms, imagine you’re standing on a hilly landscape, and you want to find the highest point. A local maximum is like being on a hill where you are at the highest point around you, but it doesn’t necessarily mean you’re on the highest hill in the entire area. It’s just the highest point nearby. So, a local maximum on a multidimensional surface is a point where the values are higher than at neighboring points, but it might not be the absolute highest point across the entire surface.

Imagine performance as this landscape, currently we are approaching the summit of the 6.8kg hill and it’s getting progressively steeper because “all we can think about is keeping the frame at 800g” as Dan said but in the distance there’s a bigger hill. The one where keeping bikes at 6.8kg isn’t a major constraint.

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It’s a minimum limit, so can’t they just be made heavier? 

“You still have the freedom to make a bike that’s heavy” – something put to Dan by Peak Torque (Alex) himself. He’s right, the teams nor manufacturers are actually bound by this UCI rule and if this local maxima is real, why don’t Ineos, the team Dan works for, simply ride heavier bikes with these additional optimisations added?

One reason is bike sales, if a brand was to make a heavier frame, they wouldn’t sell any to the general public who are very focussed on weight despite it not mattering very much. Dan mentions the necessity of growth as a sport, which is something that many minority sports (particularly triathlon and athletics at the moment) would do well to recognise. He identifies fan engagement as being crucial factors – and something that’s been successful in F1 is the addition of on board cameras and extra sensors with the data being publicly available for viewers. Increasing fan engagement is the key to the financial health of any sport. 

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How much difference does 1.2kgs actually make?

Road cyclists are very hung up on weight, no matter how many times we tell them that it doesn’t matter as much as they might think. Let’s use a scenario where weight matters like “the Stang”. This is a 5km climb in the north of England…

There are obviously scenarios where 1.2kgs would contribute more than in this case. For example, a long steep climb – but the idea there’d be a significant reduction in the performance of your bicycle at 8kg instead of 6.8kg is for the birds in the majority of circumstances.

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So, should the limit go up?

Yes, it wouldn’t harm performance, may in fact improve frame design by focussing more on aero, damping and other losses and less on trying to make everything as light as possible. Personally, I (Tom) agree with Dan on this, the weight limit should go up. What do you think?

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Sign up to myWindsock here to see how much difference adding a kilo or two would make to your riding.

Dive into the dynamic world of human performance, where the body orchestrates an intricate dance of energy pathways. Like a well-coordinated team, these pathways operate simultaneously, adapting to the combination of exercise intensity and duration to produce the type of energy required.

Enter ‘Glycolysis,’ the sprinter among energy pathways. It’s the VIP process for rapid ATP production, the currency of the body’s energy economy. Picture this: Cyclists manoeuvring through short, intense races, such as track cycling or the famed hill climb competitions that are popular in the UK from September to November. These athletes are on a quest for an elevated maximal glycolytic rate, a key player in swiftly generating energy. In the arena of these types of competitions, the glycolytic system takes centre stage, contributing significantly to the total energy output. Athletes here crave a top-tier rate of glycolysis, breaking down glycogen (the body’s glucose storage) to meet the relentless demand for high-octane energy.

However, amidst this pursuit of speed, there’s a caveat. A soaring glycolytic rate might cast a shadow on ‘fractional utilisation’ – the delicate balance in the percentage of aerobic capacity (VO2max) where threshold power resides. The aftermath? A potential disruption fueled by increased lactate and its fatigue-inducing companions. In the absence of sufficient oxygen, the stage is set for lactate accumulation and the emergence of fatigue-signalling metabolites.

We all know a rider with amazing power for a short duration effort but can’t seem to translate this power to a longer effort – the explanation for this usually lies in their energy systems. In short, someone who you’d describe as “punchy” might have a moderate VLA max, someone who is “explosive” would have a high VLA max and someone who’s a “diesel” would have a low VLA max. Obviously, there are all sorts of nuances and caveats to this but broadly speaking, VLA max is a good way of categorising someone’s physiology with a very short simple test.

How to test VLA Max:

Begin with a 15-minute easy ride, take a 5-minute break after the warm-up, measure your baseline lactate levels; they should be below 2.5mmol/L. If not, extend your rest and recheck. Prepare for a very short max effort: Gear up for a 20-second all-out effort. Important: Don’t use Erg mode; manually increase bike resistance after the blood sample. After a maximal 20s sprint, stop immediately. Take lactate samples at 3 minutes, 5 minutes, and 7 minutes post-maximal effort. It’s important once you’ve done the sprint, you sit down and don’t move! 

If you don’t have access to a lactate analyser, you might be able to “guess” how high your VLA max is. You can’t guess a number but you’ll likely have a good idea if it’s high, low or moderate based on the type of effort you’re good at.

How can it inform my training?

Whether you have measured your VLA max directly or just have an inference from your training data, the type of rider that you are (fast type or slow type/punchy or diesel/oxidative or glycolytic) can inform your training decisions. You can read more about this in detail here, but the short version is that “faster type” riders need more recovery built into their training sessions and training weeks than “slower type” riders. A fast twitch/high glycolytic rider will need to focus on developing their aerobic capacity and the slow twitch/oxidative riders will need to work on developing their anaerobic capacity. 

How does this work in the context of a ten mile TT?

You’re reading this blog on myWindsock, so there’s a good chance that you’re interested in time trialling as fast as you can. The balance between your glycolytic and aerobic capacities is related to your performance in a time trial and the approach you might take.

Intensive vs Extensive preparation

If you’re a fast twitch type of athlete, the duration is your enemy and intensity is your friend. Let’s take a rider that’s trying to complete a ten mile TT in under 20 minutes. This is a hard effort for anyone – but for some athletes 20 minutes is very intense and for others, it’s very long. It’s likely (not definite) that an athlete who views a ten mile TT as a long effort will have a higher VLA max than someone who views it as a short intense effort. Someone who struggles with intensity would want to prepare intensively – doing intervals over race pace around their regular endurance sessions. If I was a slow twitch athlete I would aim to complete a session with a total interval workload of over race duration and slightly above race intensity. On the other hand, if I was a fast twitch athlete I’d look to accumulate a lot (perhaps even double) of work at just under race pace. When deciding how to prepare, it’s key to know if your lactate clearance capacity is your limiter or if it’s your VO2 max and train accordingly in a way that’s specific to your race. 

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myWindsock blogs have regularly touched on the importance of pacing and mixed intensity efforts as a means of riding a TT as quickly as possible. An athlete with a high glycolytic rate will be able to produce higher powers in these scenarios (but will also require more recovery after said efforts) – if you want to look into how to optimally pace a hilly TT, have a look here.

For optimal pacing for all of your future TTs – check out myWindsock here. 

The Italian Grand Tour boasts 68.2 kilometers of individual time trials and culminates in a final-week mountain showdown. However, compared to recent years, there is a decrease in the amount of climbing and the stages are shorter.

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The official unveiling of the 2024 Giro d’Italia route in Trento has revealed a 3,321km journey starting in Turin on May 4 and concluding in Rome on May 26, encompassing 21 stages and two rest days. This course was aimed to attract Team UAE’s Tadej Pogacar to the start line and the Giro have achieved that, with the Slovenian sensation recently announcing his attendance at the race.

A distinctive feature of this edition is the emphasis on time trials, with a total of 68.2km spread across two tests in the first two weeks. Although slightly shorter than the 2023 total, the absence of mountainous terrain in the final time trial favours the capabilities of versatile riders. Slightly less mountains and more TT kilometres might see Wout Van Aert challenging for the GC. The final time trial will be super important, and likely conditions will play a role in the final standings. Something we will be covering here in depth.

While maintaining its reputation as the most time trial-friendly Grand Tour, the 2024 Giro sees a reduction in mountainous challenges, featuring six summit finishes. The overall elevation gain is 42,900 meters, compared to 51,000 meters in the previous two years, indicating a move towards a more balanced course. While almost 43,000m of elevation over three weeks is still an insane amount of climbing, it’s a course that will suit GC contention from a wider range of riders than previous editions.

Further building on this theme, with a total distance of 3,321km, this Giro is the shortest since 1979, contributing to a perceived lighter touch compared to the extreme dimensions of the 2023 edition. However, challenges are still prevalent, particularly in the demanding opening week, which includes tough climbs around Turin and a summit finish on stage 2. Pogacar will look to build a time buffer from the start and will likely be aggressive in the first week making for a tantalising race to watch.

Although the climbing may be less intense, the route boasts spectacular mountain stages, with three summit finishes in the first half and a challenging 220km stage with 5,200m of elevation on the Swiss border in the second week. The mighty Stelvio serves as the Cima Coppi, marking the highest point of the Giro, and the final week presents challenging double ascents of Passo Brocon on stage 17 and the formidable Monte Grappa on stage 20.

Sprinters have five clear-cut opportunities, including the final stage in Rome, while puncheurs have chances to shine with scattered small hills in the initial two weeks, adding an extra layer of excitement to the race.

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The time trials – let’s take a closer look

If you want detailed coverage of the Giro stages that will be crucial then be sure to keep your eye on our blog. If you want to prepare like World Tour riders, Olympic champions and professional triathletes for your next TT or bike split, sign up to myWindsock here.

As I write this, 2023 is coming to an end. I’ve received my Spotify Wrapped, Strava year in sport and other such annual data reports from various apps and thought it was time to check out some annual myWindsock stats. These are some of our favourite charts to look at in the context of the year…

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Air Pressure

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How windy was 2023?

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Turning up the heat…

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Rainfall

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In 2024, cyclists can maximise the benefits of myWindsock in two ways. 

Firstly, by leveraging its advanced weather forecasting features, cyclists can plan rides with precision, taking into account real-time wind conditions to optimise routes and enhance performance. 

Secondly, myWindsock’s community-driven data sharing fosters a collaborative environment where cyclists can exchange insights on local wind patterns, creating a dynamic network of information. 

Ultimately, myWindsock becomes an indispensable tool for cyclists, offering strategic planning and community engagement to elevate your riding adventures in 2024.

Sign up to myWindsock here.

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Step 1: Figure out your current fitness, strengths and weaknesses 

In order to do this, there’s two approaches you can take. Firstly you can just do a critical power or 4DP test, some means of testing your anaerobic system and your aerobic system or you can go to a lab and check your VO2 max, VLA max and lactate thresholds. The former is more accessible to most riders. Critical power is typically assessed using efforts of different durations. Common durations include 3 minutes, 5 minutes, /and 20 minutes. The goal is to choose durations that span the range from anaerobic to aerobic efforts in order to assess the effectiveness of both these systems. 

Interpreting the results of these tests will allow you to understand what kind of rider you are – punchy, diesel, sprint-type etc. This will give you an idea as to how you should train, if you’re extremely good at anaerobic efforts then you’ll likely want to do some sweet-spot training to reduce VLA max, if your anaerobic capacity is poor then you might want to work on VO2 max for example. 

Ultimately, many riders are limited by their ability to put out power over certain durations and training is the only way to address this. 

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Step 2: Get aero 

Calculating the energy lost to air resistance when cycling at a certain speed involves several factors, including the cyclist’s frontal area, coefficient of drag, air density, and the square of the velocity. The formula for air resistance force includes a term with velocity squared included – this means as the speed increases, the drag force contribution increases by the square of the speed increase.

Aerodynamics are extremely important for time trial performance, this is known. Seeing how aero you currently are is another factor. Premium members with power meter data can easily access Aero field testing within myWindsock by either reviewing their Strava Activity Weather or uploading a TCX file. Even though we provide an aero field testing feature, this can be tricky in winter (as it requires a calm day) so you might want to head to a wind tunnel or a velodrome.

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Step 3: Pick a fast course

A fast time trial course is characterised by flat or gently rolling terrain, straight roads, and smooth pavement. Favourable tailwinds, wide turns, and fewer elevation changes contribute to a faster pace. Familiarity with the course aids effective planning. Essentially you need a relatively flat course, on a good day with few turns. The problem is, this combination is actually surprisingly rare. If only there was a tool that allowed you to inspect the topography and weather of every course that’s available on Cycling Time Trials…

All cycling time trial courses are available to view on myWindsock! We also publish regular blogs and social media posts looking into the details of individual courses so keep your eyes peeled. Sign up here.

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myWindsock has gone on tour. This week, we are in Belgium (in fact, I’m here over the entirety of Christmas thanks to the wonderful sport of cyclocross) and as we all know – Belgians love a bit of windy cycling. I thought this would be a good chance to use myWindsock to try and take a segment or two while I’m out here and write a mini guide as to how I’m going to try and take a Belgian segment.

I have found a segment on my first ride here – which I carried out on the day of writing this blog.

The segment – Sint Martinus

With 6,374 Strava entries and the fact that it’s been used in World Tour races I thought this nice 1.32km ramp with an average gradient of 2.5% might be a nice climb to have a go at. I did a 2 minute effort on this climb today (with unfavourable wind conditions) and managed to squeeze out a little over 500W for this period. The KOM is 1:53 and it’s a high speed climb with an average of around 42kph. 

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How does the segment break down?

The required wImpact and setting up a segment Windsock

Through the research required to write this, it’s become clear to me that I need some wind assistance. On a neutral day I’m barely cracking the 2 minute barrier for this segment but myWindsock has me covered so I’ve set up a segment windsock. If you want to learn how to do this, check out our guide here. I’ve set the sensitivity to high, as it seems the prevailing wind direction on that hill is headwind so any opportunity I’ll want to be aware of.

It seems the chances of my Belgian KOM are low, keep your eye on the myWindsock socials and blog for an update when I’ve had a couple of attempts at the segment.

To snipe some Strava segments of your own – check out myWindsock and sign up here.

Anyone who’s gone down to a coastal town in the hopes of a fast Parkrun time only to be blown to bits by the wind will be familiar with the fact that cycling is not the only sport impacted by the wind. It’s that time of year too, where cyclists collectively put their running shoes on and we all go out and run a slightly underwhelming series of 5ks and proceed to not be able to walk for the two weeks after. That said, myWindsock might be able to help us be a bit more selective with our Parkrun courses to chase those PBs…

Parkrun Courses

Beyond the weather – running power…

The running power meter industry caters to the needs of runners seeking advanced tools to optimise their training and pacing strategies. These devices, designed to measure the power output generated during running, offer a comprehensive metric beyond traditional metrics like speed or heart rate. By quantifying the actual force applied to the ground, runners can gain insights into their efficiency, form, and fatigue levels.

These running power meters typically use advanced sensors and algorithms to calculate power, considering factors such as stride length, cadence, and incline. As with cycling power meters, these devices take many forms including sensors built into watches, clips for the waistband of your shorts and foot pods with accelerometers in them.

However, it’s crucial to acknowledge certain limitations associated with running power meters. Calibration and accuracy can be influenced by variables like terrain, footwear, and running technique, potentially leading to variations in readings. Additionally, the interpretation of power data may require a learning curve for some users, as the concept of running power is relatively new compared to more established metrics like heart rate or pace. This is true of us too, there’s more variance on running power measurements which can make predictions using myWindsock difficult based on running power.

Despite these limitations, running power meters provide valuable information for dedicated runners aiming to fine-tune their training plans and enhance overall performance. As technology continues to evolve, advancements in sensor accuracy and data interpretation may address some of these challenges, further solidifying the role of running power meters in the world of distance running. myWindsock’s use of running power is also evolving, as more runs are uploaded we generate data which can be used to train and refine our algorithms.

Aerodynamics and running

Aerodynamics plays a significant yet often overlooked role in running performance, especially at higher speeds. While it is not as pronounced as cycling, where air resistance is a major factor. At moderate running speeds, air resistance is a minor contributor to the overall force opposing forward motion. However, as runners approach faster paces, particularly in elite competitions, aerodynamics become more influential. Proper body positioning, streamlined posture, and minimising air resistance can contribute to improved running economy and reduced energy expenditure.

Runners can optimise their aerodynamics by adopting a forward-leaning posture, tucking in elbows, and reducing frontal surface area. This minimises the resistance encountered as they move through the air. The impact is most noticeable in sprints and middle-distance races where milliseconds matter, but marathon runners also benefit from efficient aerodynamics over the course of long races. Apparel and equipment choices also play a role. Tight-fitting clothing and advancements in fabric technology help reduce drag, contributing to improved aerodynamic efficiency.

Typical cda values for runners are between 0.4 and 0.6, which is quite high (as frontal area when you’re stood up is higher than when you’re scrunched into a TT position). The effects of drafting are also important in running, since 1980 studies have reported energy savings between 2 and 4 percent at some realistic running speeds. At Eliud Kipchoge marathon pace, drafting a runner in front of you is essentially worth 1s every 400m (12.5s per Parkrun if you’re quick…).

I’m a runner, how should I use myWindsock?

Now, I do quite a bit of running and am well known to be a keen advocate of myWindsock’s usefulness in a number of scenarios. Every time I take a crack at a running PB, I do with the help of a few key charts in myWindsock…

myWindsock is used by runners already, and our Parkrun map can tell us where to go for best results. If you’re a runner and you’re interested in using myWindsock, sign up here.

It’s fair to say that racing feels somehow in the distant past and a long way away into the future but as we all know, champions are made in the winter. Mywindsock has long been a tool used by champions and many have utilised our platform to achieve their success. Plans are often made long in advance, for example professional cycling teams often have a rough idea of who they’ll send to various races in December such that they can begin preparing them specifically for their role. It should be similar for you, at this point many events are already in the calendar for 2024. Having an idea such as “I am going to target an Ironman in June” or “I’m going to try and set a 10 mile PB in August” is all you need to start thinking about achieving success. 

Success for users of myWindsock, especially those interested in improving their performance who I am primarily speaking to here, breaks down into two sections. Optimising aerodynamics and equipment and training. We will start with training… 

Training Approaches

Traditionally, coaches have had their athletes focus on their “aerobic base” during the offseason then gradually increase their intensity as the season approaches. This works fine for many athletes, but it’s also worth mentioning that there are many ways to skin a cat here and that different approaches work differently. 

Working on weaknesses: This approach is simple, it just deals with setting out a hierarchy of issues holding you back from performing as you’d like to and approaching them one by one. For example, if your one minute power is holding you back in a race he hen perhaps it’s time to work on this first, then move on to other things once your weakness is at a level that no longer inhibits you reaching the performance goals. Working on limiters is a common approach to improving in general. 

Training based on phenotype/muscle fibre typology: This is something popularised relatively recently. I first considered adjusting training prescription on phenotype from Louis Delahaije (coach of many Olympic Champion cyclists and triathletes including Annemiek Van Vleuten) and he essentially breaks it down as “if you are naturally fast you probably need less of this training”. 

 The “Norwegian Method” of lactate threshold training: The Norwegian Triathletes deserve a little more credit here I think, they don’t just train all the time at threshold but the idea here is you control intensity sessions at threshold/LT2/FTP/Critical Power etc – however you want to measure it, then you spend as much time here as you can sustainably manage in a training week. This nudges your threshold up slowly over time. 

We have only spoken about three potential approaches to training here but the reality is there are an infinite number of potential approaches you can take. The approach you choose may depend on your event, for example a ten mile TT takes between 20 and 30 minutes for most time trialists where working on your VO2 max and maximum lactate steady state might be best immediately before your attempt to peak. This means that traditional periodisation would suit you, however if you’re trying to peak for a 100 mile TT or an Ironman, you might wish to do this kind of work in winter. 

We’ve seen many times on myWindsock that even pacing is rarely the fastest way to perform at the best of your ability, even in hill climbs but especially over a hilly time trial. Check out our blog on pacing a hilly time trial here but you should train to allow your physiology to meet the demands of your performance goal which is rarely doing a smooth power for a given duration… 

Aerodynamics and Equipment Optimising

myWindsock can help with pacing, but primarily our function is to calculate how much a change in cda will impact your performance. myWindsock can be used to estimate these changes through our aero testing but we’ve utilised it at the wind tunnel – which you can read about here.

If you, like many time trialists around the UK, repeat your efforts along the same time trial courses around the UK each summer then you can use myWindsock to see how your cda is trending over particular courses. 

In the winter this can also be done, for example if you are able to get out on your TT bike how is your cda trending across particular Strava segments? Personally, I like to head down to Goodwood and do a couple of tempo laps every couple of weeks on the TT bike just so I don’t forget how to ride the thing. This is something that many local racing circuits offer and is a good chance to see what sort of ballpark cda you’ll be working with in upcoming TTs as well as testing the rideability of any winter bike fits you’ve had done.

Winter is a difficult time to aero test outside, wind speeds are higher and this makes testing outside using myWindsock trickier but it’s a great time of year to get used to a testing protocol so that you can take advantage of any still days. 

If you’re looking to maximise your performance on the bike, you can explore our selection of articles on pacing strategies, aero testing and check out all the features in the app.

Cyclists often daydream about conquering impressive mountains, inspired by professionals navigating legendary ascents in major races. Our goal, among many, is to help you explore the world’s iconic cycling segments, find the best day and give you the information you need to snipe the KOM .

Based on thorough research (some Googling and asking around), we present our initial list of four of the UK’s Strava Classic Segments. myWindsock is perfect for segment whacking on Strava! All segments are available to view in the app.

In this context, a classic segment is defined by historical significance. Exploring the study of past events, especially in human affairs, unveils narratives tied to these climbs. Our aim is to traverse routes that have witnessed the achievements of cycling heroes.

Another defining criterion is difficulty. The challenging nature of these segments is embraced by great cyclists who understand the value of enduring hardship. Conquering notoriously tough segments strengthens resilience, providing a sense of triumph upon reaching the summit. We do not include any easy segments here – sorry to the fans of Surrey who were expecting Box Hill to make another undeserved list of climbs or segments in the UK. 

Without further ado, we present the preliminary roster of Strava Classic Segments, each embodying the rich history, challenging difficulty, and picturesque scenery that characterise these iconic cycling challenges:

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Hardknott Pass 

Riders navigate a narrow, single-track road extending from Eskdale in the west to the outskirts of Wrynose Pass in the east, offering an experience of both challenge and scenic views. On the western side, Harter Fell stands tall, accompanied by the remnants of Hardknott Roman Fort at 660 feet (200 meters) above sea level.

The Hardknott Pass, reaching a maximum elevation of 393 meters, leads to a steep descent with a gradient of 30% (1 in 3) into the Duddon Valley. At the eastern end of the pass, you’ll find Cockley Beck farm, built in the 1860s and owned by the National Trust. The route from Hardknott extends eastward, guiding cyclists toward Wrynose Pass and Ambleside.

Recognised as one of the more demanding cycling routes in Britain, Hardknott Pass features a series of challenging hairpin bends, often affecting visibility. The road surface is known for its poor condition. Winter closures are common due to impassable icy conditions. Following the Highway Code, ascending traffic (including cyclists) should given priority.

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The Great Dun Fell 

Great Dun Fell, standing at 848 meters (2,782 ft), is the second-highest peak in England’s Pennines. Positioned two miles (3.2 km) south along the watershed from Cross Fell, its higher neighbor, it, along with Little Dun Fell (reaching 842 m or 2,762 ft), serves as a landmark on the Pennine Way’s ascent from Dufton. Located within the historical county boundaries of Westmorland, it falls within the ceremonial county of Cumbria and the modern unitary authority area of Westmorland & Furness.

The climb itself is a long one gaining over 600 meters of elevation as you ride up. In order to take the KOM a rider must maintain a VAM of over 1600m/hr – this is perhaps slightly more achievable for more riders, at least compared to Feather’s time up Hardknott. EF Education’s Lizzie Banks holds the QOM.

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Bealach Na Ba 

Bealach na Bà is a winding single track road through the mountains of the Applecross peninsula in Wester Ross, Scottish Highlands. The Bealach na Bà is just one feature on this road, being its highest point and site of several corries.
The historic mountain pass was built in 1822 and is engineered similarly to roads through the great mountain passes in the Alps, with very tight hairpin bends that switch back and forth up the hillside and gradients that approach 20%. It has the greatest ascent of any road climb in the United Kingdom, rising from sea level at Applecross to 626 m (2,054 ft) in about 6 km (3.7 mi), and is the third highest road in Scotland. In typical fashion, the segment is longer than the ‘climb’ with a false flat “fake news climb” couple of km at 1-3%.

The name is Scottish Gaelic for “Pass of the Cattle”, as it was historically used as a drovers’ road. The road is so steep, twisty and windy that learner drivers are encouraged not to drive up it. How anyone ever drove cows up here is completely beyond us but we can be sure they didn’t do it as fast as Feather who, once again, seems to have the KOM…

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Buttertubs Pass

The Buttertubs Pass, situated in the Yorkshire Dales, England, is a high road that winds north from Simonstone near Hawes to Thwaite and Muker, passing by 20-meter-deep limestone potholes known as the Buttertubs. Legend has it that farmers, en route to market, would rest there and, during hot weather, lower the butter they had produced into the potholes to keep it cool.

Locally recognised as a challenging climb, the road gained prominence as the second and highest of three categorised climbs in Stage One of the 2014 Tour de France. German cyclist Jens Voigt led the race over the climb, earning the polka dot jersey as the leader of the mountains classification.

I bet you can’t guess who has the KOM…

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myWindsock allows you to check out any Strava segment, just star it and then plan your assault on the segment. Next week we will do a step by step guide on trying to take a Strava segment making use of myWindsock, Strava and a live segment head unit feature all at once.

If you want to get the best out of your segment whacking, sign up to myWindsock here.

It’s cyclocross season. That time of year when we see cross riders grace our screens and the inevitable conversation of why they’re running deep(ish) section wheels, aero helmets and aero socks comes up. The question of “does aerodynamics matter in cyclocross” comes up a lot but the answer is more complicated than you might think. Basically, it’s yes but not at the expense of other things.

Cycling fast is always the same thing, ultimately it comes down to minimising the things slowing you down. The difference between CX and time trialing is there’s a lot more trying to slow you down on a cyclocross course which makes the distribution of speeds experienced in a CX race relatively wide.

A very simple example

Physics becomes extremely complicated any time that something remotely interesting starts to happen – let alone sliding around in mud, jumping over hurdles and all the other things they do so let’s just imagine that (rare) moment in a cyclocross race when they’re moving along a flat section of the course at a constant speed…

We can re-write this in terms of power by doing a little physics and a little bit of algebra which tells us the power needed to ride at a given speed for some rolling resistance, weight, air density and such.

The key thing to look at here are the speed related terms, we have one which is linear (ie, just speed) and another which is speed cubed. This means at high speeds, the term containing speed cubed (without rolling resistance included is much larger. What this means in practice is that air resistance becomes more important the faster we are going. If we split the terms up and plot power needed with speed we can see this…

So far we have used maths to show us something most of us already know. Aerodynamics becomes more important at higher speeds but does this matter in a cross race? Cyclocross average speeds are highly variable and the likelihood is optimal equipment choice will depend quite heavily on the race. myWindsock in this instant is not going to perfectly predict your cyclocross performance. A (reasonable for road racing and time trials) assumption that we make is that rolling resistance stays static but in cyclocross this assumption goes out the window completely. It’s so variable that predicting it would be pointless but that doesn’t make myWindsock useless in this scenario.

Many cyclocross courses are in open fields, which makes our wind forecasting particularly reliable with fewer buildings in the way to mess up predictions. This means you’ll have a windspeed prediction if you can get close to estimating your own average ground speed. This means you can make better wheel selections as well as decide whether or not to wear aero socks – something I recently found was quite controversial at cyclocross.

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myWindsock can be a powerful tool in its own right, especially on the road. It really comes into its own when it’s paired with a good understanding of physics. If you want to have a go at optimising your preparation for your next race, sign up to myWindsock here.