See the section for Great
Britain of the Trento Bike Pages
Land's End to John O'Groats by bicycle with 3 others - May
1992 - Odds and Ends
By Peter Seaman (pseaman@cix.compulink.co.uk),
contributed on Fri, 17 Mar 95 19:39 GMT
This is part 4 of a report consisting of 4 parts. See
Part 1 (Preparation),
Part 2 (First Week),
Part 3 (Second Week),
the Index, or
the (very big!) one-file version.
At John O'Groats and journey home
On the Friday morning we took it really easy. We again visited the
pleasant hotel at John O'Groats for coffee in the lounge, studied the
book where end-to-enders enter their names and stories, and added our
own. I took my bike off the roof for the final photographs. Although
Ian's plan was to take the train home I suggested he should save some
money and travel with us in the car. We left John O'Groats around
midday and I was grateful for Ron, Sandy and Phillip sharing the
driving home and their willingness not to smoke. We took two days for
the journey, stopping overnight at Hawick. Arrived in Winchester
about 7pm on Saturday.
I did little cycling for a few days after my return and noticed that I
seemed to be taking more sleep. Perhaps then there is some truth in the
proverb "Five hours sleepth a traveller, seven a scholar, eight a
merchant and eleven a knave".
What I learned from this trip
-
How much training is necessary for a trip like this?. In one of my
calls to Andy Maddox - after I had said I intended to train up to
200-240 miles a week for the month immediately preceding the trip - he
told me this training schedule was insufficient. This was supported by
one of my training partners who said the thought of doing over 100
miles a day for day after day scared him stiff, especially as I should
expect and plan for bad weather. I needed to do much more he said. I
hardly ever exceeded 70 miles in a single training run, or 100 miles
over two days.
In the following table shows the training mileages per week suggested by
Mike Challis, our club coach, and what I and Ron actually achieved.
Recommendation Achieved Ron's
by coach in 1992 training
January 100 110 35
February 125 80 130 Figures are
March 175 100 186 miles/week including
April 225 250 210 easy cycling to work
May 275 210 448 in my case
Mike himself did the end-end on this training schedule in only 6 days.
Our journey time was much longer at 9 days, though we travelled about
1065 miles instead of 847 including some very long and steep hills. I
had no real trouble covering the distances planned and keeping up with
the rest of the party - two of whom were much younger than myself.
In retrospect then I can say that these training distances were
perfectly adequate for me for the conditions we encountered. The weather
was generally warm and dry, but there was a great deal of head wind. In
fact, for most of the journey the winds were between East and North the
opposite to the prevailing winds hoped for and expected.
A few weeks after the trip Ron entered the national 24-hour contest and
achieved 14th place out of 70 riders with 385 miles. He also did a 50
mile time trial in 2 hour 9 mins. I have since achieved 25 miles in
1-4-12 but have never attempted a longer distance in a competitive
situation.
-
Gears. My lowest gear was 42-21 (54-inch) and it was quite
unsuitable for some of the hills encountered, such as the 30% climbs in
North Devon. Although there was only one hill which beat me, many of
them put tremendous strain on both myself and the bike. 42-24 would
probably have enabled me to make all the hills, but really much
lower gears than this would have been justified.
-
My time estimates and hoped for average speeds were badly out,
mainly because I had taken insufficient account of the hills. The
downhill sections never compensate for the time lost going uphill,
even if you descend at the speed of light. For hiking I was taught
to allow an extra hour for each 1000 feet of ascent but on bikes it
is the steepness rather than the absolute height gained that is the
important consideration. Compared with a flat run of 20 miles, a steady
rise of 1000 feet over this distance will only make about 7 minutes
difference, but a climb of 1000 feet in one mile will make about 14
minutes difference. If half the journey distance is uphill, simple
arithmentic shows that average speed overall is necessarily less than
twice the average speed on the uphill sections.
-
The episode in Kilmarnock leading to Lindsay's decision to leave the
journey taught me the importance of setting appropriate expectations and
the need to allow adequate time for discussion and review. I really did
not expect the journey to go smoothly and I should have communicated
this expectation at the start more clearly. We should all probably have
listened to Lindsay's ideas more closely.
-
I under-estimated the difficulty they would have in the car in
keeping in contact, and should have set up a back-up plan based on our
making calls from phone boxes to a central message centre. Sandy and
Phillip did their best but we should probably have asked them to track
us more closely since the phone was so unreliable. With panniers you
can make the journey without the support of a car, and several of the
party would consider this preferable, but I myself wanted to make the
cycling as easy and efficient as possible. I think in retrospect that I
was excessively concerned about keeping in contact with the car and that
the journey for all of us would have been more pleasureable if I had not
been so obsessed with this aspect.
-
I learned that a good way to navigate is with a single folded sheet
of 3 inch to mile map in back pocket. I tried to remember the next 2 or
3 turnings ahead and this generally worked well and involved few stops
or delays. So long as I concentrated mistakes were recognised before we
had gone very far.
-
I really regret not carrying in my pocket a small dictating machine
for keeping a diary. This would have enabled fast note taking on the
move regarding incidents, times, distances, feedback on the use of the
equipment and recording of voices of locals.
-
I should probably have had wheels with looser spokes, and should have
carried spare spokes.
-
I am glad we took the scenic route and avoided most towns and main
roads. And I am glad I travelled light.
-
It is important for all riders to have the same size wheels so that
spare tyres tubes and spokes can be interchanged. (Ian was the only
rider using 27 inch wheels)
-
It is important to many people to eat at a regular time each day in
order to maintain strength. I should have spotted the significance of
this factor to the other riders and given it more importance. "Meat and
matins hinder no mans journey".
-
In May there was no problem in finding superb accommodation which was
very good value for money, especially in Scotland. There was little
need to book in advance.
Having learned a few things I am keen to try again a similar journey.
Use of a streamlined 3-wheel recumbent appeals because these can be faster
than normal racing bikes.
Appendix 1 - bikes we used
Bike Wheels Chainwheel Sprockets
Ian Raleigh Classic 27 x 1.25 48-38-28 24....13
Ron Rossin hand built 700 mm 52-42 24-21-19-17-15-13
Peter Raleigh Dynatech 600 700 mm 52-42 21-19-17-16-15-14-13
Lindsay
Appendix 2 - spares brought by Ron kept in trailer
Back wheel 4 cone spanners Handlebarend stops
Front wheel stilsons Nuts, bolts, washers
Lock assorted adjustable spanners Puncture repair kit
Cassette block Mafac tool kit patches made
from old tubulars
Racing rear mech Screwdrivers tubular tyres
Touring rear mech 2 sorts of medical cream metal tyre levers
8 assorted spokes Towel saddle
7 inner tubes Rags chainwheel & cranks
2 folding tyres 3 sets of Look shoe plates Bottom bracket set
2 touring tyres including washers and screws All sizes ball
bearings
6 block extractors Spare computer
Fixed cup remover Spare computer sensor 3-in-1 oil
3 crank extractors 3 kinds of spoke keys grease
Pedal spanners 2 rim tapes GT AT
Head spanners 4 sets handlebar tape Swarfega
assorted gear cables Look pedals Set Allen keys
assorted brake cables Ordinary pedals Padlock & cable
assorted brake blocks Toeclips and straps Track pump
Ordinary block 13-24 Assorted nuts, bolts, washers
Spares carried by Ron in sack always with him
First aid kit Road map book Rain jacket
Pencil and paper Light woolen sweater Socks
Large padlock & cable Tools Inner tubes
Food Outer tyre case Tyre levers
Spoke key Inner tubes
Spares brought by myself
Primarily 1 spare bike
Notes
- 1
- Proverb
- 2
- Charles Inge
- 3
- Alexander Pope
- 4
- Proverb
- 5
- Proverb
Peter Seaman
STABLE SOFTWARE
This is part 4 of a report consisting of 4 parts. See
Part 1 (Preparation),
Part 2 (First Week),
Part 3 (Second Week),
the Index, or
the (very big!) one-file version.