The Round-Up activities alone are enough to provide a full day’s worth of entertainment, but those looking for alternatives won’t have to search very hard or travel very far. Just a few blocks away from where we’ll be camped is Main Street, which will be closed to traffic and full of street performers, vendors and good times. The Main Street Diner is a reasonable facsimile of a 1950s soda shop and a great place to replace all those calories you burned on the road at one fell swoop.

Right around the corner is Hamley & Co., which has been selling Western wear, custom saddles and other goodies for more than 100 years. Today they also offer a wide array of Western art, gifts and a very nice collection of period firearms.

For train buffs, there will be an authentic steam engine parked at the south end of Main Street, right across from the Pendleton visitors center. For beer buffs, there’s a brand-new brewpub just a few blocks up the street from Hamley & Co. called The Prodigal Son. I’ve personally tested the beer and food and give it two enthusiastic thumbs up.

The Pendleton Underground Tour provides a look into Pendleton’s infamous and entertaining past. The network of tunnels under the town was home to the Chinese laborers who built the railroads. It was also the home of thriving businesses including Hop Sing’s Chinese Laundry, the Empire Meat Market and the Empire Ice Cream Parlor as well as numerous card rooms, opium dens and bordellos. Space is limited and reservations are required (for the tour, that is – alas, the card rooms, opium dens and bordellos no longer operate).

The Pendleton Woolen Mills can be found several blocks to the north of Main Street, with tours of the facilities all day. A few miles east of town is the Wildhorse Resort & Casino and the Tamastslikt Cultural Institute. The casino is pretty much what you might expect it to be; the Tamastslikt Institute exceeds expectations. It highlights the unique perspective and history of the Cayuse, Umatilla and Walla Walla tribes and absolutely warrants a good long visit. See the map below for details on how to get there by bike.

There are several bars that will feature live music and plentiful opportunities for rowdy good times until the wee hours. Riders are encouraged to review and take a copy of Saturday’s ride profile with them before heading out for the evening, as a gentle but constant reminder of the virtues of moderation.

Getting around town will be effortless. Most attractions can be reached easily on foot or by bike. But if you’re feeling lazy, there will be shuttles running all over town and out to the casino/cultural institute.

Frankly, a single day isn’t enough time to take in the complete Pendleton experience. If you decide you’d like to return for a longer visit, I suggest you consider Memorial Day Weekend, when the Century Ride of the Centuries (C.R.O.C) takes place. This is a great three-day biking event that, while very different from Cycle Oregon, is every bit as enjoyable.

Getting to the Tamastslikt Institute and Wild Horse Casino by bike is a very pleasant ride. Follow the map below. On Confederate Way, look to your right for the paved cart path, which leads to the back door of the institute as well as the Wild Horse Casino golf course.

Part of the new Round-Up remodel

For many, the Friday we spend in Pendleton will be one of the best days of their Cycle Oregon experience. And, while the Round-Up itself doesn’t start until the afternoon, there are related festivities that promise to keep a smile on your face from the moment you arise until the moment you (attempt to) go to sleep.

The day begins at 9 am with the Westward Ho! Parade, which pays tribute to the early days of the West and the pioneers whose descendants participate in the Round-Up. To commemorate the 100^th anniversary of the event, the parade will be led by 100 flag-bearing riders on horseback, followed by a procession of covered wagons, Mormon carts, buggies, surreys and all manner of authentic Old West transport.

Then it’s off to the Round-Up, where we’ll be treated to an afternoon of bareback riding, saddle bronc riding, calf roping, team roping, steer wrestling, steer roping, barrel racing and bull riding. We’ll also enjoy a procession of the area Tribes and Native American dancing.

Each day the Round-Up will also feature a “throwback event” from years gone by, and on Friday we’ll also get to see the serpentine, which is a magnificent procession of horses that snakes its way through the grounds. The serpentine begins before the official 1:15 Round-Up start time, so plan to get there early.

Request a wine spritzer at your own peril

Those who want to mix it up with the crowd during the rodeo are sure to love the world-famous “Let ‘er Buck Room.” At this particular watering hole you can have any beverage you like as long as it’s hard liquor. Requests for beer will be politely declined and requests for wine or umbrella drinks are likely to end badly.

If this is your first experience with rodeo, you’re in for a treat. The basics of each event will be outlined in the Round-Up program. If you’d like to “learn the ropes” before you arrive, this primer is a good place to start. There’s also a lot of great information on the Round-Up website.

Just across the street from the Round-Up grounds is a gift shop and a great Round-Up Museum and Hall of Fame that is highly worthwhile.

The final event of the day is the Happy Canyon Night Show. This historical pageant tells the story of how the West was settled, from the perspective of the pioneers as well as the local Indian tribes, and it effectively showcases and celebrates both cultures. In many cases, different roles in the show have been passed down through multiple generations of family members. Happy Canyon is punctuated by a fireworks display and, for the daring, music and dancing at Goldie’s at the Canyon followed by general revelry that should be winding down at about the same time we need to saddle up for Saturday’s epic climb.

Let ‘er Bike!

When passing, safety should always be your primary concern

This month our esteemed panel of Dave Zollner and Oscar Lucas, (“front of the pack”) and Dean Rodgers and Andrea Carlson (“back of the pack”) take on the broad topic of safety on the road, with specific focus on three P’s: passing, pacelines and iPods (hey, close enough…).

What are your thoughts on passing riders – and being passed: techniques, timing, considerations, pet peeves?

Dean: As a rider who is passed frequently – particularly on long climbs – I have a lot of thoughts about the passing style of others. While there are lots of times where calling out “On your left!” makes a lot of sense and is the correct and safe thing to do, there are other times where it’s completely unnecessary and even a little obnoxious.

It’s an important thing to do in high-traffic areas, or if the person you are overtaking is wobbly or obviously not paying attention. It’s also necessary if you’re at the head of a large paceline. It’s an absolute necessity if you’re overtaking someone on a fast downhill – particularly if the person you’re about to pass is in a position where they might decide to overtake the person in front of them and may not remember to check their six. In those instances, YELL it out and make sure they can hear you (and, if you’re being passed on a downhill, it’s a good idea to let the person passing know you’ve heard them).

But if you’re in a low-traffic area and have plenty of passing room – and if the person you’re overtaking is holding their line – then just pass. It’s in these areas where it seems like people who shout “On your left!” are more concerned with letting you know they can pass you than anything else. People with bells – and particularly bored stokers on tandems with bells – are even worse in these instances. One ding at the appropriate time is acceptable. Four is not.

Then there are the long climbs. Slow climbers know they’re going to be passed over and over and over again. We expect it. At slow speeds, it’s easy to hear someone approaching from behind. There’s no such thing as a stealthy climber. Hearing “On your left” consistently on a 3- to 4-hour epic climb gets really old really quickly, and eventually becomes a little demoralizing. If you want to let someone know you’re there, sometimes a simple “hello” is a whole lot nicer.

Also, resist the urge to tell people you don’t know who are OBVIOUSLY struggling on these long climbs that they’re doing great. Really skinny and fit riders probably can’t fully relate to the monumental struggle a large, slow rider might be going through on nine miles of 5% to 10% hell. Getting to the top is sometimes more of a test of will than anything else, and getting there is NOT always half the fun. Even if you’re well-meaning and genuinely impressed by their effort, telling someone who is having a hard time what a swell job they’re doing might not be taken as a compliment. That’s because they know if they really were doing great, they would be keeping up with everyone else and fellow riders wouldn’t feel compelled to comment.

Dave: Passing other riders is pretty basic – get around other riders without freaking them out or causing a crash or near-crash. Alert the rider(s) you’re overtaking with plenty of advance notice with “on your left” or a bell ring. Look back to be sure there aren’t others passing you. Pass with plenty of space between you and the other rider. The faster you’re passing, the further back you alert when overtaking. If you don’t do these basics you’re cruising for a big crash… it’s just a matter of time. Caution: Riders tend to remember your jersey color and get a bit testy when you cause a near-crash or freak them out by sneaking up on them at 40 mph. Oscar: Good points. I think it can safely be said that I seldom sneak up on anyone at 40 mph. One additional comment and a pet peeve of mine: Be sure to leave room when you pull back in after passing another rider. No one enjoys having to brake in order to avoid hitting the rear tire of a passing rider. On a similar note, once you pass, don’t drop your pace so the rider passed is forced to come off their pace.

Andrea: Before I decide to pass someone, I check to see that the lane is clear – that no cars or bikes are coming up beside me. I won’t pass anyone unless I can sustain my pace for awhile and I am fast enough to overtake them quickly. Playing leapfrog, which happens when someone passes you and then slows down, is no fun. Silent, swift riders who pass me are one of my pet peeves. If you don’t know someone is coming up beside you, just a small swerve to the left could cause a huge crash.

We’ve touched on pacelines a bit in previous issues, but what are your thoughts on safety in a paceline – what to look out for, good habits to have, tips for those who want to join one, more pet peeves?

Pacelines are a lot of fun, but require extra attention. There are times on Cycle Oregon where they make sense, and others where they don't.

Dean: Participating in a paceline is one of the greatest joys of cycling. If I find one going a speed I think I can maintain, I’ll latch on whenever I can. And if I do latch on, the first order of business is to let the rest of the group know I’m there (and to ask if they’re cool with it). Part of participating in a paceline is taking a turn at the front. If you can’t chip in, you shouldn’t drop in. This holds true for a big paceline or a small one. I’m 6′6,” and in windy areas my backside is highly prized “view real estate.” I don’t mind people tucking in for a rest as long as they let me know they’re there and as long as they’re willing to drag me along for a bit as well.

Some people hate pacelines and think they have no place on a ride like Cycle Oregon. Unfortunately, a lot of people feel this way because they’ve seen WAY too many examples of pacelines exhibiting rude and dangerous behavior. Perhaps the biggest insult is that some of the worst offenders are groups of riders who are OBVIOUSLY experienced enough to know better. Passing too close, refusing to break up and merge with the rest of the riders in high-traffic areas and other antics simply should not have to be tolerated.

Dave: Pacelines are fun but inherently riskier riding. The amount of time to react to something happening in front of you is significantly reduced since you’re cruising along at higher than your average speed and a few inches off your paceline partner’s rear tire. To reduce some of the potential risks, a good team member in a paceline will warn you with voice and hand signs of any possible road junk, potholes, tree branches, bodies from other pacelines, etc. This is more than a courtesy, because any quick move to slow, stop or swerve can result in a major “yard sale.” It’s a common courtesy to ask to join a paceline, and if you join you are expected to do your rotation in pulling – taking the lead. If you can’t keep up, signal that you are moving out of the line and let them run. For me, there is a contradiction in wanting to be a part of a safe paceline and not having significant experience in riding with the others on the paceline. My pet peeve is pacelines that pass too closely at a fast speed. Give me some space!  Oscar: Pacelines can be a very efficient means of covering the miles. Riding with a well coordinated/communicative group can be almost like a dance, with riders rotating smoothly in and out of the lead and keeping everyone aware of the environment. Unfortunately, it doesn’t take much to mess up the dance. If you’re not experienced in riding pacelines, I suggest starting small (two or three riders), and not at the end of a long day when we all get dull-witted.

Andrea: Because of the high speeds and the close tolerances in pacelines, a small mistake can lead to a disaster. Everyone in the line has to pay strict, constant attention. I want to be able to trust that everyone in the line will ride a steady pace, watch the wheel in front of them, not make sudden movements, and signal obstacles, turns and stops. I am very reluctant to join a random paceline that just happens to pass by. Can I trust them? Can they trust me? Is going a little bit faster worth the risk of a possible train wreck?

Both my best and worst paceline experiences happened during the CO ride across the state in 2002. A group of us were trying to decide whether or not to attempt the 110-mile optional route from John Day to Mitchell. The strongest one in our group graciously offered to pull three of us for the first 40 miles. We cruised along the gradual downhill to lunch at the John Day Fossil Beds. By conserving our energy that way, we all were able to complete the long climb into Mitchell. A few days later, we were riding on a narrow, busy road on the way to Coburg. An acquaintance joined our paceline but rode erratically and sometimes rode two abreast. With the heavy traffic and narrow shoulder, this was extremely nerve-wracking for us. He didn’t heed our requests to stay single-file. Not wanting to jeopardize the safety of not only our group but the people around us, we eventually asked him not to ride with us.

The increasingly hot topic of music on the road: Do you ever listen to anything while riding? (Meaning, using headphones – and that includes all types of riding, from indoor training to solo rides to small groups…) Why or why not? When? Is your perspective different for a large ride versus training?

Dean: Most of the time, I do without it. It’s nice to hear the sounds of nature and great to chat with other riders. However, I’m a big fan of using music on long climbs. It helps pass the time, it can provide extra motivation, and it drowns out the continuous chorus of “On your left.” Oakley makes great glasses that incorporate headphones and an MP3 player into the setup. It allows you to keep the earbuds outside your ears so you can still hear what’s going on. Riding with speakers on your bike is a safer choice, but then you run the risk of interfering with the enjoyment of your fellow riders, who might not agree with your musical tastes.

Dave: I listen to the sunrise, the wind, cows, birds, horses, friends talking. (Oscar: Dave, or should I say “Moonbeam,” you’re starting to sound like an old hippie.) To each his/her own, but I didn’t go all the way to the boonies of Oregon to listen to Lady Gaga on my iPod. However, I do listen to news at the gym when I train in the winter, which is basically a distraction from the boredom. I have some of my best times riding on CO in the morning with someone a half-mile ahead or behind me and hearing nothing but the wind (if I lubed my chain the night before). Just like distractions when driving, cell phones, ear buds, texting, etc. are taking away from the experience and are potentially distracting to the point of being risky. Let’s be real: How many times have we all had a near-crash just trying to dig out a cell phone while riding? Come on… really! I say let the sucker ring and call back at the next Blue Room.  Oscar: I recall back in the late ‘80s seeing a guy with a rather large “blaster” mounted to the rear rack on his bike. At least cars could hear him coming, even if he couldn’t hear traffic. Seriously, I have not tried earbuds or other devices to be in a position of offering an opinion on how distracting they may or may not be.

Andrea: I never listen to my iPod while riding, primarily for safety reasons. I want to be able to hear if someone shouts a warning or says “On your left.” I want to stay alert and focused. Distractions like cell phones and iPods can take my attention off the road at critical moments – a pothole, a crack in the road, or the approach of an oncoming vehicle. Why take the risk?

Any other safety-related topics that you have encountered or feel strongly about?

Andrea: A rearview mirror is just as important to me as my helmet or bike shoes. If for some reason I forget to wear the mirror, I immediately notice it’s not there and turn around to get it. Because some people don’t say “On your left” and some cars are very quiet, I rely on my mirror, not just my ears, to know what’s behind or beside me. The mirror lets me see the receding road without breaking my cycling rhythm. Turning my head around to look takes more time, can throw me off balance, and can’t be done as often as a quick glance at the mirror.

And a few random/combined thoughts from Dave and Oscar:

• When you stop in the path of riders, signal that you’re slowing, and get off the pavement quickly. This is especially important if you’re riding as a group.
• If you’re passing on a high-speed descent, give others a wide berth with vocal alerts early, often and loudly.
• Stop at stop signs. Two thousand riders blowing through stop signs frustrates a lot of drivers.
• Riding two abreast is nice when there’s no competition from traffic and/or other riders. It’s irritating to see three to six riders taking up the lane.
• Once you pass someone, signal and move back to the right.
• One word of warning: Some riders when passing will call out “Five on your left” or however many riders are in their group. While I much prefer this to no warning, if you’re getting ready to jump on the back of their paceline, turn and take a good look before pulling in.  Pacelines have a habit of growing and shrinking on a regular basis, and what may have been a five-rider group may now be six or seven riders. Of course, one of the reasons I keep coming back to Cycle Oregon is that the grade of riders is generally a notch or two above your typical charity ride.  Few people sign up for a week of riding who aren’t serious about the sport.

And a reminder that the Cycle Oregon “Rules of the Road” are available in handy video format now – take a few minutes to enjoy this visual representation of our safety rules.

Climbing -- you don't have to like it, you just have to do it.

After working on efficiency in your training last month, you should have a much improved (or maybe just refined) pedal stroke and cadence. Now it’s time to build the rest of the house.

One of the most common challenges you hear from cyclists is climbing. Fortunately there is a great way to get better at this: go climb some hills! I’m not saying you need to go out and find the biggest hill in your area and ride it every day. What I’m saying is that it’s time to include hills and rollers in your training. If you’re riding four days a week, two or three of those days should include some hill climbing. Find a route in your area with some hills and go work on your climbing.

Only have one hill? Do hill repeats. Trust me: The more you work on this, the happier you’ll be at the top of Tollgate Pass on Day 7.  And while you’re ascending hills, think about your gearing. Start finding the gears that work for you, keeping in mind that you should be trying for a climbing cadence of at least 60 rpm if possible. Keep your body relaxed, your chest high and open, and your stroke consistent.

No pavement? No problem.

There is a common misconception – particularly among those who are new to cycling – that road bikes are only supposed to be ridden on pavement. In reality, road bikes are supposed to be ridden on all kinds of road surfaces, including cobblestone, dirt and gravel.

Riding on gravel roads is easy, and developing the skill and confidence to do so is worthwhile. Below are a few helpful tips:

• Relax – The most important technique is the most simple. When you are riding on gravel, you may experience a little bit of lateral movement and your front wheel may want to wander slightly from side to side. This is normal. Just relax, let it happen and go with the flow. Keep your shoulders, arms and hands loose and maintain a normal grip on your bars.

• Maintain momentum – Keep pedaling and maintain enough speed and forward momentum to allow your front wheel to glide over the gravel and bumps in the road. A little speed makes it much easier to keep a two-wheeled vehicle upright, because the wheels act as gyroscopes. Use physics to your advantage.

• Moderate speed – Avoid excessive speed, particularly when descending. Gravel roads offer less traction than pavement. Brake early and often enough to maintain control.

• Brake carefully – Brake gently and try to prevent your wheels from skidding. Be particularly delicate with your front brake. If your front wheel starts to skid, release your front brake immediately.

• Choose your line – Look for the spots where cars have packed the gravel more tightly. It is often easier to ride in these areas. However, if other riders or oncoming traffic make this impractical, don’t hesitate to head for the loose stuff.

• Be considerate of fellow riders – Even if you are totally comfortable riding on gravel, be aware that other riders might not be. When passing, give others plenty of room (even if it means you have to slow down).

Before long, all this will become second nature. Give it a try.

Four days a week? No problem!

At this point you should be in full cycling mode. If you’ve been working on your aerobic base, strength, flexibility and posture, you’re well on your way. Now is the time to get efficient on that bike. In the months to come you’ll be pushing things a bit harder, so you want to make sure you don’t do that pushing with bad habits. If you develop maximum efficiency on the bike, your entire body – and your riding – benefit from it. The key things here are your pedal stroke and cadence. Most of us can use work in these areas – even if we’ve been cycling our entire life. If you’re now riding four days a week, which ideally you are, you should work on these areas at least two of those days.

Your chain ring is in the shape of a circle – and your pedal stroke should be, too. Think about making a circle as you move through your stroke, not just pushing hard on the downstroke, which is very common. Unfortunately, if your pedal stroke consists only of the downstroke, you’re not efficiently utilizing the biggest muscle in the body (that would be your gluteus maximus – you know, the thing you sit on…).  Its job is to extend the leg. While this happens a bit when you “push down,” unless you’re thinking about it you won’t typically engage it enough to help. If you focus on following through the bottom of the stroke and then consciously pulling up, you’ll engage not only the glutes but the hamstrings as well, resulting in a much more powerful stroke. Try some single-leg pedaling drills to find your weak spots and then work on them.

An efficient cadence is between 80 and 100 rpm (measured by how many times one pedal completes a circle each minute). For some this is easy, while for others it’s quite challenging to maintain a cadence this high. Start with an easy gear and work on staying in this range. Not only will your energy systems work better, but your knees will thank you!

Day One

Day one features six distance options ranging from 19 to 100 miles.  Every option features lush farmland, picturesque vineyards, beautiful old houses, magnificent barns, mature trees, rolling hills, a wildlife refuge and a ride on the Buena Vista ferry. The longer options include two loops that give new meaning to the phrase “bucolic splendor.”

The Hanna Covered Bridge Loop is the most challenging and the most spectacular. It is the only section that has any significant climbing, the majority of which happens on a single, stair-step hill. There is a second climb steep enough that it might make you cry, but it’s short enough that your tears will barely get a chance to dry before you reach the top. The Hoffman Covered Bridge Loop has a lot less climbing and is only slightly less scenic.

Day Two

Day two is a lot like day one in that it’s also awesome. More fertile farmland, rolling hills, trees, orchards and vineyards await. Outside Dallas, there is a great loop that penetrates the eastern edge of the Coast Range. This section offers a few short, challenging and rewarding climbs that are best described as steep. Fortunately, the section is so pretty that you might not even notice them.

The road itself will play an important role on day two. There is not a speck of chipseal to be found. With the exception of a few gravel sections, the whole ride takes place on silky, smooth, sexy asphalt. There is nothing better than riding a properly tuned and lubricated road bike on this type of surface. The only thing you hear is the hum of your tires as the miles fly by. Those of you with squeaky cleats or bikes that rattle will be extra noticeable – and possibly a bit lonely – on day two.

Which day will you like the most? There’s only one way to find out. Good thing July is nearly here. In the meantime, if you’d like to see more photos, check out the Cycle Oregon 2010 flickr group.

Spring has sprung, and it’s finally time to start adding distance to your training rides. Most people look forward to a season full of long days in the saddle. But nagging aches or pains can suck the enjoyment right out of cycling and turn a long ride into a REALLY long ride. Life’s far too short for that nonsense – particularly since most cycling discomfort is easily eliminated through proper bike fit. For most people, this requires the help of a professional.

What is a bike fit?

Bikes come in a limited number of shapes and sizes. Cyclists do not. Bike manufacturers use adjustable components so their bikes can be made to accommodate a larger cross-section of riders. A trained bike fitter knows which adjustments need to be made to each of these components so that human and machine can truly become one.

Who needs a bike fit?

Anyone who plans to spend any length of time riding a bicycle will benefit greatly from a professional bike fit. A proper fit can:

• Improve overall rider comfort
• Help prevent cycling-induced repetitive stress injuries
• Reduce or eliminate back, knee, neck and wrist pain
• Reduce or eliminate “hot foot”
• Reduce or eliminate saddle discomfort and genital numbness
• Reduce or eliminate numbness in the hands and fingers
• Reduce rider fatigue

A good fit can also improve riding performance, because it allows the rider to use multiple muscle groups in the most effective and efficient manner.

What happens during a bike fitting session?

The first step in the process is the rider interview. We take into account your history as a cyclist (and an athlete), your cycling goals and any injuries you’ve had that can affect your comfort on the bicycle. From there we assess your flexibility and measure various parts of your body.

A typical fitting includes:

• Setting clipless pedal cleats in the correct orientation and fore/aft position
• Setting your seat height and fore/aft position
• Evaluating shoes and insoles
• Determining correct stem length, handlebar height and handlebar width

A fitting takes between one and two hours and costs between $100 and $150. Much of the fitting takes place with you and your bike on a stationary indoor trainer. For this reason, you should bring all your riding gear to your fitting and be prepared to spend 10 minutes or more riding on the trainer.

When should you get your bike fit?

As soon as possible. Today is the ideal day to make an appointment to have your bike fit. Getting this taken care of early in the season will give you and your body time to adapt to changes made to your position on the bike before the start of Cycle Oregon. In addition, it will make your training rides more enjoyable.

Most fitters guarantee the fit for a full year, so you can go back later in the season to take care of any adjustments and fine-tuning if the need arises, or to facilitate any changes your body might have undergone through training.

Where can I go for a bike fitting?

Today there are more professional bike fitters than ever before. Most work in full-service bike shops, but some cycling-specific physical therapists and coaches also do fittings. One good place to find a local fitter is to consult the list of dealers of Bike Fit Systems products. Of course, if you’re in Portland, come see us at any of the six Bike Gallery locations in the metro area. The Bike Gallery has been doing bike fittings for more than two decades, and all our fitters are highly trained and experienced professionals.

Our ultimate goal is for the bike to all but disappear underneath you. While we can’t guarantee you won’t be sore after that long ride, we do guarantee you won’t be in any pain. If you’d like to know more, check out our list of frequently asked questions or shoot us an e-mail at fitinfo@bikegallery.com.

Smiling the smiles and logging the miles

Hopefully by now you have several weeks of base fitness in, and are ready to start hitting the road. With breaks in the weather (and even if there aren’t breaks!) it’s time to get outside and on that bike. If you just can’t “weather” the weather, you can use a bike trainer/roller or join a spinning class. You should be shooting for three to four rides a week (spinning classes and indoor training sessions count).

Now is a great time to start working on your cycling posture. Your body may have changed since you’ve been on your bike last (for some of you it may have been at the end of Cycle Oregon last year!). You may feel a little different on the bike; things tight where they weren’t before, saddle not as comfortable as it used to be, etc. Think about keeping relaxed on the bike, with a flat back, open chest and knees tracking straight. Regularly change your position slightly, and do some on-the-bike stretches.

The following is a guest post by Michael Choate of

Training plans aren’t just for racers. Any cyclist wanting to improve performance or preparing for a big ride like Cycle Oregon should have a plan. You can find them in books, magazines, online or from your cousin who works as a mechanic for a bike shop in Pocatello. There are many resources and many different approaches. The trick is to find the one that will work best for you and allow you to get the most out of the time you are able to invest in your training. One of the most common plans used by cyclists is one of the most simple –ride as far as possible as often as possible. And, to be sure, there are benefits to be had from just logging saddle time.

Working with a coach is a great way to maximize the value of your training

However, many people find that taking a more structured and purposeful approach to training pays much larger dividends much more quickly. This often means doing higher-intensity workouts that push your body to adapt and improve your power, stamina and overall fitness. The great thing about these workouts is that they can often be completed relatively quickly. Not every ride has to be several hours long, and not every workout needs to take place on the bike. Many people are surprised at what can be achieved in an hour (or less) of highly focused training. In fact, I’ve worked with many riders who have been able to get faster and more fit while riding less than they did in previous years simply because they followed a more effective plan.

So, which plan is right for you?  That’s a decision as personal as choosing the right bike. I’m a cycling coach so I favor plans that are designed to a particular individual that take into account their goals, experience, strengths and weaknesses. By getting constant feedback from my athletes, we can modify the workouts as they progress. If someone gets sick or has to go on an unexpected business trip or whatever life may throw their way, we’ve got the flexibility to deal with that and keep moving forward.

Can you succeed without a coach? Absolutely. However, if you are a newer cyclist or perhaps taking on an event like Cycle Oregon for the first time, I think working with a coach can be an excellent investment. More seasoned riders can benefit as well. Perhaps you feel like you’ve hit a fitness plateau but don’t feel like you have more time to give than what you already devote to riding. A change may be just what the doctor ordered. A coach can help you devise a new plan and design workouts to that will help you get to the next level.

In the end, it’s all about having fun on the bike, and one of the best ways to increase the fun factor is to improve your strength and overall fitness.