Your Zone 2 May Vary

It is November. Road racers are supposed to take a several week long "off season" at some point soon after racing season ends. The ABRT Saturday ride traditionally slows down a bit for the winter, and besides, the ride is almost as much a Parvilla Cycles shop ride as it is an ABRT Training Ride, and shop rides are traditionally "no drop".

So the November 28th Saturday ride should have been a bit slower and steadier than, say, a Saturday ride in early March, just before the first races. And to top it off, there were e-mail discussions beforehand about going "steady zone 2".

For the non-racers, racing cyclists serious about their training track their power in watts or heart rate, using power meters or heart rate meters. And they divide levels of effort, delineated in watts or beats per minute, into zones:

Zone 1 is really easy, barely pushing on the cranks, no noticeable effort.

Zone 2 is still easy, a level of effort that one could sustain all day.

Zone 3, also known as tempo, is also sustainable for a long period of time, but one feels the effort more than Zone 2.

Zone 4, known as threshold, is where things get interesting. While the zone has a range (again delineated in watts or bpm), the midpoint should be the highest power the rider can sustain for 60 minutes. Zone 4 efforts are hard enough one cannot carry a conversation, it is an effort to gasp out a single word.

Threshold power/CP60 is basically what determines how successful an endurance athlete one is. More watts results in more speed.

Athletes can sustain higher than threshold power, but for shorter intervals. Zone 5 is called VO2Max, an athlete may be able to sustain that level of power/effort for about ten minutes.

Above that is Zone 6, anaerobic. This is sprinting power, which is much higher power, but sustainable for a much shorter interval, in the order of a few seconds to a minute.

The power or heart beat values that are used for the top of z1 and bottom of z2, top of z2 and bottom of z3, top of z3 and bottom of z4, top of z4 and bottom of z5, etc. are typically calculated as percentages of an athlete’s threshold power/CP60. But threshold power reflects fitness and fitness varies during the year, depending on how much training and racing a cyclist is doing, how much rest they are getting, if they are eating well, if they are not overly stressed, etc. Most cyclists have lower threshold/CP60 values in November than they do in July.

All of this is to point out that a zone 2 level of effort in November should not be hard. BUT, different cyclists have different threshold/CP60 power, so their zone 2 power will vary.

The Wheelsucker is a mediocre cyclist, decent for his age, but nothing special. At his peak, his threshold may reach 280 watts, which he generates with a heart rate of about 158 bpm. Based on this, his zone 2 range goes from 151 – 212 watts, but again this range is lower in the off season. A cyclist with a threshold power of, say, 364 watts would have a zone 2 range of about 196-275 watts.

If the Wheelsucker was doing a z2 ride on his own (and he does from time to time as an assigned workout), he would carefully monitor his effort and check his power meter display, and would try to keep his effort between 151 and 212 watts. He should not go over 212 watts, even for a few seconds. In practice, accelerating from a stop or climbing a short climb, it is hard to NOT spike power, but the Wheelsucker immediately backs off if he sees numbers over 212 watts.

The group rolled out of the Parvilla Cycles parking lot and was soon riding down Muddy Creek Road, which has a full width shoulder in most places (unlike most roads in southern AA County which have no shoulder). Everyone needed to warm up, there were no hard efforts, and the stronger riders were on the front, so weaker riders could sit in the draft. Most riders were within their zone 2 range. Everyone was comfortable. The ride was going as agreed upon.

But the shoulder on Muddy Creek road disappears south of Owensville road/255, so the group rides never continue on Muddy Creek, but turn right onto Owensville road/255. Owensville does not have a shoulder but is rather lower traffic than Muddy Creek. And Owensville climbs all the way from Muddy Creek to Sudley Road. The Wheelsucker had rotated to the front by the time the group made the right turn from Muddy Creek to Owensville. Knowing that the strong riders would not tolerate a slow Wheelsucker z2 pace up the shallow climb, the Wheelsucker went to z3 and some z4, mostly to avoid having riders jump around him and go up the road. The desired pace was something the Wheelsucker could sustain, but fast enough to keep the strong riders from boredom and the temptation to jump passed the Wheelsucker and increase the pace. Though above z2 for the Wheelsucker and a few other riders, this worked for most of the climb, and the group eased up near the top to wait for a couple of stragglers to rejoin. The Wheelsucker averaged 235 watts, not too far above his zone 2 range. So far so good. There were other shorter climbs and the group did split up on a few, but each time the leaders would ease up and let the group reform.

But then a little over an hour into the ride, the group approached the Fairhaven Road climb. While slightly shorter than the Owensville climb, it is a little steeper, and it starts with a short steeper section.

Promises of “steady zone 2” notwithstanding, the Wheelsucker was worried. He was careful to not be on the front for the last few minutes before the climb started, so as to be as rested as possible. But he wondered if the strong riders would really go steady …

The group hit the base of the climb. The Wheelsucker knows that if he makes really hard efforts he will have trouble recovering. So he knew to not go as hard as the strongest riders on the initial short steep section. However, he was doing over 500 watts on that steep section! He went in about third wheel, but was passed on that section and even let a small gap open. Stu was leading, Steve was second wheel, Ace was third. A new ABRT member was fourth wheel. The Wheelsucker’s pacing on the steep section dropped him back a couple of bike lengths, but left him enough in the tank to accelerate to close the gap, and go past the fourth rider, who was able to grab on behind the Wheelsucker, as the Wheelsucker got to Ace’s wheel.

Somehow the Wheelsucker knew this was not going to be a “steady zone 2” climb!

He tried to glue himself to Ace’s wheel and hang on. The pace was hard but steady, and survivable for a while for the Wheelsucker.

This climb takes 4:41 (fastest time on Strava) to 5:30 for a decent rider. The Wheelsucker’s all-time fastest is 5:20, almost certainly set at his peak fitness level, and while following stronger riders all the way up. Eventually Stu pulled off the front to the left, slid back and joined back in behind the Wheelsucker. The new ABRT member had been gapped off earlier. Steve Owens took over at the front. The Wheelsucker’s pain level steadily grew as he hung on to Ace’s wheel. The Wheelsucker was averaging more than 300 watts, with higher surges to stay on.

Cyclists frequently use the word “suffer” to describe the feeling of racing, or cycling hard. The Wheelsucker was suffering, but not yet broken. A little further up the climb, Steve pulled off and slid back and joined in behind Stu. That left Ace on the front. If Ace had ever thought – or cared – about going z2 (or z3) up the climb he had forgotten. The pace lifted. The Wheelsucker’s suffering continued to increase. An occasional glance at the Wheelsucker’s bike computer was showing 300-400+ watts (remember that the Wheelsucker’s z2 tops out at 212 watts).

And then, a short distance from the top, Ace decided to make his move. He accelerated. The Wheelsucker, for all his limitations, is determined. Ace has described him as tenacious. As he watched the gap to Ace’s back wheel start to increase the Wheelsucker pushed the pedals as hard as he could and was rewarded by first stopping the gap increasing, and then even bringing it back to the short distance he wanted. But this required 500 watts! And the suffering level was going through the roof. Neither the Wheelsucker’s legs nor his lungs could take this anymore. A few bike lengths later the Wheelsucker realized he was done, and he gave up. The Wheelsucker was broken. Rather than let the gap open, which would make it harder for the two riders behind him to close the gap, he continued as hard as he could and pulled off to the left, before easing up. Stu easily accelerated to close the gap to Ace’s wheel, with Steve following Stu. The Wheelsucker soft pedaled, gasping for air, as the trio accelerated up the road, opening a gap.

Ace had gone too soon, and was not able to sustain the effort all the way to the top. He eased up and Stu and Steve went by him to contest the sprint for the top. But all three were soon around a bend and temporarily out of the Wheelsucker’s sight.

Fairhaven road ends at Friendship road. The group ride route is a left onto Friendship and then downhill to Rosehaven and then flat and fast from Rosehaven to the rest stop at Sweet Sue’s in North Beach.

The Wheelsucker was not far behind at the left turn, but eased up first for some cars, and then to ensure that the next rider knew to make the left turn. In a few seconds the next rider appeared, and the Wheelsucker made his left turn and set off in pursuit.

The trio could have eased up to let the group back on. Or they could have eased up long enough for the Wheelsucker to catch back on. But they didn’t. The Wheelsucker had them in sight a short distance down Friendship road, but even with the Wheelsucker going as hard as he could sustain, the gap was opening. He couldn’t see anyone behind him. He lost sight of the trio as they rounded Rosehaven harbor, but he continued to chase as hard as he could. It was a tired and gasping Wheelsucker who pedaled into North Beach and stopped at Sweet Sue’s. Ace, Stu and Steve were relaxed and smiling. The rest of the group rolled in behind the Wheelsucker. The Wheelsucker averaged threshold power for the entire Fairhaven road climb, and then again from the turn onto Friendship road, all the way to North Beach, over ten minutes.

Steady zone 2 my ass!

The Wheelsucker Goes Mountain Biking at Rosaryville State Park

The Wheelsucker is not a mountain biker. Sure, he has a mountain bike – a 2007 Motobecane 26” hardtail - but he has only put just over 700 miles on the bike, and not all of those were off road.

But the ABRTers were going mountain biking, and the Wheelsucker noted that it was an incredibly warm and beautiful day, and riding in the woods would be really cool. So off he went to Rosaryville.

It turned out to be just Stu and Iain, though Sue Estes and some friends were also in the parking lot getting ready to roll. After soliciting advice on tire pressure, the Wheelsucker was off, following Stu and Iain. That lasted about twenty seconds. They were pulling away easily while the Wheelsucker was tiring and going faster than his skills allowed him to ride safely. A couple of almost-wipeouts later and they were gone up the trail. The Wheelsucker continued pushing, hoping that “practice makes perfect” and his MTB skills would improve.

Fortunately for the Wheelsucker, Stu and Iain would stop and wait at all the obvious waiting spots. The Wheelsucker would roll up, Stu and Iain would start pedaling again, and twenty seconds later the Wheelsucker would be riding on his own again. Twice the Wheelsucker rolled out ahead of them, but despite his best efforts would quickly realize he was holding them up, and would pull over to let the past.

At one of these stops the Wheelsucker rolled up gasping, and managed to comment that he was terrible on a mountain bike. Stu replied “but you look good”. Once again it is all about the look for the Wheelsucker (in the absence of any talent …).

Riding the trails on his own the Wheelsucker was trying to decide what he should be looking at, further up the trail to see how the next turn looked, or a short distance in front of him to check for prominent roots or ruts. The correct answer appeared to be both, at the same time. At one point the Wheelsucker lost focus and started considering how much of what we know of Socrates’ teachings is actually from Socrates versus what Plato wanted us to think of Socrates’ teaching, and how much of Plato’s writings are actually Socrates’ ideas and how much are actually original ideas from Plato, but nearly wiping out on a tree root convinced the Wheelsucker he needed to refocus more on riding.

After on lap in the “normal” direction and a short break, they rode the loop in the other direction. This added the excitement as the Wheelsucker would see a cyclist coming right at him from behind the tree that the Wheelsucker was trying to set up to turn at.

In discussion afterwards Sue consoled the Wheelsucker telling him that his challenge was not running tubeless tires at low pressure and needing a more aggressive tread on his tires. Despite Sue’s assurances, the Wheelsucker knows the problem is that he doesn’t know what he is doing. Or as he told Stu, it was a software problem.

Ghost Bike Ride for Lynne and John

I did not know Lynne or John. But as I read an early report on how they had been hit and killed by a motorist who had apparently been drinking, I felt the loss. Two more area cyclists killed. Once again it could have been any of us. From the subsequent wave of comment and feeling, it was clear that they had been loved by many cyclists.

Lynne and John always rode their tandem bicycle together. They had been married for 30 years. They did everything they could to be safe while cycling, and to advocate for cycling safety.

And all that ended October 31st about 3:00pm in clear daylight, on a straight section of Tobacco Road – with clear sight lines -- in Calvert County, when an apparently drunk driver hit them from behind. One died at the scene, the other died of injuries a short time later in hospital. The driver of the car -- who may have an earlier DUI -- was released on bail.

The memorial ride and ghost bike placement was Sunday November 22nd. A large crowd of cyclists from Anne Arundel County, Baltimore, Montgomery County, D.C. Randonneurs, Frederick Pedalers, Baltimore Bike Club, Oxon Hill Bike Club, Potomac Pedalers, Annapolis Bicycle Racing Team and many more rode in from various starting points to meet at Beach Elementary School in Chesapeake Beach. From there we rode together as a group, supported by the Calvert County Sheriff’s office and Corporals Cooke and Scali from the Anne Arundel County Police Department on their police bikes. Lynne and John’s relatives and family were also there.

An all-white ghost tandem is now fixed to a telephone pole near to where the crash happened. There is still orange paint on the pavement at the crash scene, left by the police when they investigated the crash. The orange paint marks are all over the road, in both lanes, and extending for some distance.

It was a cold, windy, overcast and grey day. Over 200 cyclists were there.

I did not know Lynne or John, but two more local cyclists have been killed by a car driver, while riding in areas where I frequently ride. Cyclists live eight to nine years longer than average in the USA. Statistically, the benefits of exercising outdoors riding a bike outweigh the risks of being killed by a drunk or inattentive driver. But crashes, serious injuries and deaths of cyclists occur in the USA at twice the levels they do in western European countries like Holland and Belgium, and significantly more often than in England. And while all cyclists enjoy riding outside, many of us fear the inattentive driver, the driver in a hurry passing unsafely, or the motorist too drunk to notice a cyclist. Most of us try hard to ride safely, we wear bright and reflective clothing and mount flashing lights on our bikes. We make an effort to position ourselves in the lane where we can more easily be seen by car drivers. Many of us mount video cameras to record "close encounters" with cars. But we are also "crossing our fingers" every time we ride, hoping we are not hit by a vehicle driver. Because it could be any one of us.

 

 

Orange marks from the police investigation were in both lanes and for some distance up the road.

 

Looking back from crash scene. The road was straight with excellent sight lines.

 

Photo by Jon Korin

 

Photo by Mike Scott

 

Lynne Rosenbusch and John Fauerby: Photo from Potomac Pedalers

 

 

R.I.P. Lynne and John

Riding the New Toronto Area Velodrome

One of the new sports facilities built for the 2015 Toronto Pan Am Games was a velodrome, located near Toronto in the town of Milton. This velodrome, called the Mattamy National Cycling Centre, had to meet Olympic and Pan Am Games standards (which are set by the Union Cyclist Internationale - UCI). This is the first-ever UCI-regulated, class 1 indoor velodrome in Canada, and only the second in North America along with the VELO Sports Center in Los Angeles. It features a 250-metre timber track with two 42-degree angle banks. It is tighter and rather more steeply banked than the Trexlertown velodrome many MABRA cyclists are familiar with.

This is the second indoor velodrome in the area (west of Toronto in the GTA). The Forest City Velodrome, a much tighter and more steeply banked 138 meter track opened in April of 2005, is less than an hour and a half drive to the southwest from the Milton velodrome.

The Wheelsucker was fortunate to have completed the Trexlertown PA velodrome (officially called Valley Preferred Cycling Center) "Introduction to the track" class a few years ago, and then raced at Trexlertown a few times; he was very much looking forward to riding a UCI/Olympic/Pan Am Games standard track.

Both the Forest City and Mattamy facilities were built with local support, and to broaden their utility and appeal, have been made available for recreational riding in addition to racing and race training. The Mattamy facility's vision statement is:

"As the home of Canadian Cycling, the Mattamy National Cycling Centre is an extraordinary facility that will cultivate world-class Canadian cyclists while engaging the local community with a wide range of recreational and sport opportunities for all ages and abilities."

This seems an excellent approach; it makes it easier to garner support and funding from local government, and the local community. Those seeking to build a velodrome in the Washington DC area would do well to consider this. The Mattamy velodrome is owned by the town of Milton. The track is open from 6:00am through 10:00pm daily (and sessions go later in the evening), and it appears most of that time is blocked out for scheduled activities, which include training, drop in riding, and racing.

But if you are catering to a non-racing group, you need to work on pack skills, passing skills, and rider safety, so that riders and groups can share the track while riding fixed gear bicycles without brakes at different speeds. This can require several track training sessions.

These velodromes are very safety conscious, and the multiple introduction and track certification sessions are to prepare non racers, and even newcomers to cycling, to ride safely in close proximity on the track. Actually racing requires further certification and proof of insurance coverage. Even a national team track racer who wanted to ride at Mattamy would have to complete the Track Certification B program. Canada seems to be more safety and insurance coverage conscious that the USA. The Wheelsucker's experience in Ontario is that one cannot do a club or team ride without being a member of an Ontario-based club or team, which ensures that one has Ontario Cycling Association insurance coverage. This is quite different from most of the MABRA training rides that the Wheelsucker is familiar with.

Perhaps to better serve the local community, this velodrome has facilities that may not be seen at other velodromes. The infield area includes two gymnasium courts, which were configured as basketball courts when he was there. This space can be reconfigured when necessary, so would look more like a typical velodrome infield during major track cycling events. There is a spin bike room, fitness centre, weight room, and excellent shower/change rooms. The cycling track is inside a walking and running track. There are meeting rooms, and several local, provincial and national cycling organizations have offices there. There are supposed to be a bike shop and a cafe soon. One really nice feature is bike storage lockers, so those riding at the velodrome frequently can leave their bike there, stored vertically in a single bike locker space.

The Wheelsucker has family living in Guelph Ontario. Guelph is conveniently located in between the two velodromes. He was visiting family and brought his track bike with him.

The Mattamy velodrome has Argon track bikes as rental bikes.

The Wheelsucker rides an aluminum Cervelo T1 but it was the only Cervelo being ridden during this Track Certification B session.

Since he had completed the "Introduction to the track" session and raced at Trexlertown (and he had also completed a "track 1" session at Forest City), the Wheelsucker was considered "track certified" at another velodrome, and could skip the Mattamy "Introduction to the track session and the "Track Certification A", and go directly into "Track Certification B".

Track Certification B is held every Friday evening from 8:30-10:30pm. The Wheelsucker arrived early so he could put his bike together and check out the facility. A "drop in" session was going on when he arrived (this video was taken near the end, when the fastest riders had already left), with several pacelines circling the track at different speeds, as well as a few lone riders on the apron, or staying high on the track. The fastest group was hammering!!

The Track Certification B Session
"Track Certification B" sessions are limited to 18 riders; it appears that every Track Certification B session held so far has filled; the Wheelsucker had to register several weeks in advance to get a spot in one. This group appeared to have some track racers, possibly some road racers, and non-racers who wanted to be track certified. But almost everyone had team or club kit on, and several looked like they could be experienced track racers. Three or four other riders in the group of 18 were similarly taking Track Certification B without having done Track Certification A at Mattamy, so were "track certified" elsewhere.

At 42 degrees, this track is rather more banked than Trexlertown, which is 30 degrees, but a little less banked than Forest City, which is the shortest and probably most banked track in North America at 50 degrees. The Wheelsucker has only ridden Trexlertown a few times and Forest City once. Privately, the Wheelsucker may confess to feeling a little intimidated before he rolls out on any of these tracks, but one starts on the apron, picks up speed, shoulder checks to make certain there is room to get on the track safely, and rolls off the apron onto the lower lane of the track. Then one picks up more speed and soon the bike feels good on the banks. Then all it takes is someone else to pick up the pace and the Wheelsucker ignores his earlier concerns and trepidation and glues himself to a good wheel and pedals for all he is worth. The timber track feels different from the concrete Trexlertown track, but is quieter than Forest City's timber track.

The first drill had the 18 riders split into two groups, each group just following the first rider in the group, with no passing. The 18 riders were split based on where their bikes were leaning against the infield wall, so the bikes in front of the ramp were in the first group, while those behind were in the second. The Wheelsucker was accidentally positioned to be the leader of the second group, but recognizing this, asked one of the two session instructors if the groups were split evenly. The instructor agreed that the front group was smaller, so the Wheelsucker left the lead position in the second group, for the last position in the first group, EXACTLY where he wanted to be as he told the instructor. The lady riding one position in front of him suggested that the Wheelsucker had made the change as he wanted to check out her behind, but the Wheelsucker told her he would be watching her back wheel the entire time. This was mostly true, both groups were going easy, and riding at the back the Wheelsucker was having to accelerate and decelerate frequently trying to hold a constant gap to her rear wheel. The Wheelsucker was looking ahead to see what other riders ahead of him were doing. He did notice that the lady in front of him had a pair of glasses only partly tucked into a jersey pocket, and was wondering if these could fall out. The instructors must have been paying very close attention because once this first drill had ended they asked her to get rid of them.

After reminding everyone that the focus of the Track Certification B session was track safety for recreational riding NOT RACING, and telling all riders that how fast their best flying lap was not relevant and demonstrating it was not good for track safety, the group was split into three, a slow, a medium and a fast group, for several iterations of the next drill. Not wanting to be over-matched the Wheelsucker -- who has not raced this year and is not training seriously -- was thinking he would jump into the medium group. However the instructor suggested that the Wheelsucker had "looked comfortable" sitting on the back, and should try the fast group. The Wheelsucker waited for the fast group to roll round and joined at the back.

This drill was working pacelines, and practice having pacelines passing each other, even passing while riders were rotating off the front. This could briefly put riders five or six deep if the three pacelines all had riders pulling off at the same time, in the same turn. Riders in the overtaking paceline were to yell "stick" to warn the riders in the back of the other paceline that they were being overtaken and should hold their line. The "stick" request should be repeated as one passed riders in a large group. The overtaking paceline should be led far enough above or below the other paceline that there is still room for the lead rider in the overtaken paceline to pull off. Riders were to shoulder check anytime they moved off their line, up or down. Pulls were one lap long, with the lead rider coming off in the same turn each time. The rider pulling off always pulls off to the right, higher on the banking.

Groups try to ride either the lower lane between the red and black lines or just above the mid track blue line. One does not have to pass on the right, a group can pass low if the other group is on the blue line.

The faster pace and smaller number in the fast group made the pace smoother and steadier. The track rental bikes were geared low, and would have required a very high cadence to hold the pace of the fast group. While registering for the Track Certification B session the Wheelsucker had noted some gearing/gear inches guidelines for the session. To partly conform the Wheelsucker had reluctantly taken off his 50x14 and put on a 48x15, this was still rather higher than what was on the rental bikes.

In the smaller, faster and smoother group the Wheelsucker was more comfortable riding closer to the wheel in front of him. Several in the group appeared to the Wheelsucker to be quite comfortable riding on the track; probably experienced track racers who were just being certified for riding at Mattamy. Later the Wheelsucker confirmed this with one rider, who told him he had been track racing for six to seven years. The fast group practiced safely passing the other two groups while riding the blue line and when riding the lower lane between the red and black lines. The fast group would start with five to seven riders, but the pace was generally high, and some riders would drop off part way through a 20 minute ride. As his confidence grew, the Wheelsucker started increasing the pace when he was on the front. Gaps were opening and the Wheelsucker would swing high after his lap, shoulder check, and if there was a gap would dive back in, into the gap, not to the back of the group.

Coming off the front of the group is a skill and an art. The key points are to shoulder check to the right to ensure no one is there as one approaches the turn. You can wiggle a right elbow to remind the riders behind you will be pulling off and up to the right. As you enter the turn and the steeper banking you keep pedaling, maybe even pedal harder for two pedal strokes and turn right to climb the banking. You trade kinetic energy for potential energy, then swap back as you dive back down. Provided there was no one there you can go all the way from near the blue line to the upper edge of the track. Since you are climbing you are slowing down. You shoulder check to the left to check that the next rider is pulling the group past, check for gaps, and check for the back of the group. While you expect to drop back inline at the back of the group you have to notice gaps and consider filling them. As you turn left and start descending back to the blue line you accelerate and catch on at the back, ideally without having to accelerate or decelerate. But the art is doing this so smoothly and quickly that you are back in the draft in your chosen spot, without making any additional effort. The perfect "pull off" may be a big swoop to the top of the banking, a quick decision on how far back you will rejoin the group and then a quick dive into position, all without changing level of effort or having to adjust spacing to the rear wheel ahead of you as you rejoin the group. You should come off the front as you enter the turn, and be back on at the back well before the straight, all done smoothly without altering cadence, increasing effort or over steering. Try watching a pursuit team doing this, and they are going flat out while in aero bars!

All 18 riders passed Track Certification B. While the Wheelsucker has been mostly focused on the wheel in front of him and passing safely, he did note that despite the three groups riding at different speeds, everything had gone smoothly with no crashes or close calls. He had not seen any riders who were not able to ride safely.

After everyone had been declared passed there was still 30 minutes left. The instructor sent the three groups back out on the track for more. Strong pulls by two other riders and the Wheelsucker soon blew up the fast group, which was down to one strong experienced track rider with just the Wheelsucker glued to his back wheel, at the end. With time up at 10:30pm, the Track Certification B riders rolled off the track, freeing it up for another waiting track training session group to start their session.

What a BLAST!!!

Now that he is track certified for recreational riding at Mattamy the Wheelsucker is looking forward to some "drop in sessions", seeing if he can hang with the fast group (he may consider cheating and going with the 50x14 again), and perhaps taking the track racing certification sessions.