With additions by David Prior (BCCS coach and BAWLA coach) and Paul Prince (BC Level 2 Coach)

 

Various dictionary definitions are available to clarify the meaning of tactics. One is methods of outwitting an opponent; plans to tackle a difficult situation is another; and probably the most appropriate one is; the art of handling a situation adroitly. However, to consider the practical implications for cycle racing, it is better to consider what is meant by a rider being a good tactical rider. This will clearly means that we have a rider who, in the course of an event, does the right things, at the right times, and is a regular winner; a rider who can apply knowledge (usually gained by personal experience in many events, through watching other riders, perhaps in races, or on TV or video, reading relevant material and in consultation with his coach, team manager or peers). At times, it is even difficult to decide where tactics begin to take over from skill, as the two are so closely related.

From these opening remarks, one would assume, that tactics can be dismissed by telling the rider to ride and watch a lot of races. Whilst this may be true, there are many basic tips and principles which can be taught to riders, which will enhance their ability to learn from the actions of other riders from a very early stage in their racing careers and it is to these factors which the coach must direct the attentions of their charges when discussing tactics.

 

These are two of the most important principles when deciding upon race tactics. Before a rider can employ effective tactics, he must have the confidence in his ability to carry them through to a successful conclusion. To obtain this knowledge, a rider must be encouraged to analyse every event ridden and to look for reasons (not excuses) for success or lack of it. To consider coldly why rider A.won, although rider B appeared to be the stronger; to consider why a number of riders managed to see the potential of the winning break, and why others missed it. Every aspect should be given a critical examination and stored for future reference. This self analysis will of course, often produce facts which indicate changes to the riders training regime, as such hard self examination will obviously show up weaknesses, but the Champion is he who recognizes his strengths and weaknesses, and works to improve both aspects.

Unless a rider undertakes such a study of his performances, his wins will certainly be less frequent than would be possible with study. It is easy (in retrospect) to say how silly it was for a hill climbing, non-sprinter to sit in for the last 5 hilly miles – only to be beaten by three top line sprinters in the four man break. It is also senseless for a top sprinter to stay with his five break-away companions, even though he has the ability to leave them with five

miles to go and win on his own. Apart from the fact that a solo win is a tremendous psychological boost, the whole plan can come to nothing with a puncture 200 metres from the line. But the big problem for the coach is making sure that the rider admits such errors and, more important, does not repeat them.

Riders should be encouraged to analyse all of their results, good and bad.

One method of self-analysis is to use a checklist of all the skills required for each discipline, and to rate yourself on a scale of 1-10 (from lousy or inexperienced to the pinnacle of excellence). The rider can then identify skills that need more attention and this will help you to plan and use the training time more profitably. Knowing that you have both developed your strengths and trained your weaknesses will provide you with a psychological advantage over your rivals. If a rider can look confident (because he knows that his preparation has been ideal) that can be a positive boost, and the first part of success.

 

This is another important factor which must be considered. This knowledge may be used to put a rival at a disadvantage, and this knowledge may gain you an ally in an attacking move. But it is important not to prejudge others. Just because a rival does not have a reputation as a sprinter doesn’t mean that he cannot sprint at all. Be aware of the most likely winners, their race number/s and club colours so you can quickly identify them during the race. Observe them during the race so you can judge how well they may be going, or not! Consider how your strengths can be used against their weaknesses. As Road Racing is regionalised in this country, you will find you are riding with the same riders week in, week out. If they are successful, watch them, follow them, ask yourself what did they do in that race that I could/should have done? Gaining an insight into your rivals may allow you to follow in their wheels to gain success or be able to counter their tactics to gain an advantage. Road Racing isn’t a solo sport either, use friends or team mates to gain the advantage too.

 

This can be a particularly useful factor in considering race tactics, since the rider who selects his gears correctly, and has identified the possible main attacking points on a course, is well ahead of his rivals in race preparation. This knowledge not only identifies possible places for his own actions, but also prepares the rider to be ready for possible attacks by other riders. For example, if the course takes a sudden 90 degree turn for a tail wind to a cross wind, then top riders who have already surmised that attacks at this point will have strong possibilities of

success, even if only to the extent of splitting the bunch into four of five groups, and paving the way for the coup de grace. Another example is when that sharp left-hander hides a steep climb - the knowledgeable rider is on

the right gear, whilst others are fumbling for the big sprocket, chains are coming off, wheels are touching.

Mountain-bikers and cyclo-cross riders in particular are advised to check the whole course prior to racing, to be aware of hidden hazards, to be sure of the best line and select possible alternatives. It is worth checking and riding difficult sections at different speeds in order to ascertain the best racing line, and perhaps even the choice of equipment.

Watch supporting events to see if the course is changing (drying out, getting muddier, or more slippery,

obstacles such as logs or stones moving or becoming exposed) and note sections where some riders are having particular difficulty and how others are negotiating the obstacles. Riders should make a ritual of inspecting the finish before the start of the event. At the very least they should study the information given in the race progamme and check the topography on a map. In this way you can anticipate the direction of attacks in the closing metres, by considering wind direction and strength, surface faults etc., this is quite apart from working out correct gearing for a sprint finish on a particular course. Riding the opposite way down the finish area will help to make you more aware of gradients or wind direction and perhaps hazards on the opposite side of the road.

Yellow .200m to go. flags are rarely placed at exactly 200m, so in the event of a sprint finish the rider who

has checked the finish area will be able to judge his final effort much more precisely than those who merely expect and hope such flags to be positioned uniformly in every race on every course.

Check out the surface of the roads too. Some inconspicuous pot-holes can be wheel-breakers. Make a mental note where they are and stay out of the way in case a rider either punctures or comes down.

 

A great deal of road racing takes place in a bunch, even though most tactical references concern the break-away group. The slipstreaming and energy saving of riding with the protection of other riders around you is enormous (39% + or - 6% according to Hagberg & McCole 1990: The effect of drafting and aerodynamic equipment on energy expenditure during cycling, Cycling Science, 2[3]20).

Riders must learn how to ride in a bunch, and, on the long road to gaining experience, learn to identify the hairy

bike handlers, to keep well clear of them and any possible domino effects their riding may produce. The ride in the bunch can often be a time for relaxed pedalling and a rider should recognise when the pressure is off, and take the opportunity to keep his gearing low, and save his energy for the real racing when it starts again. Safe and successful riding in a bunch requires the ability to ride closely and smoothly behind other riders back wheels with other riders close on either side. This can be practised on club runs and chaingangs before the novice rider is thrown into the heat and speed of competitive bunch riding. Be aware of the concertina effects within a large

bunch of riders. For each corner there is one best line for any given speed. All riders want to take the best line. As a consequence, the bunch will spread out into a single line and riders near the tail-end of a large bunch may well exit the corner perhaps well over minute behind the leaders. Similarly, on a rolling course, riders are likely to fan out across the road as the bunch begins a climb because of the difference in speed as those at the front slow down on the hill and those further back may still be approaching the climb at higher speed. At slower speeds the riders can ride shoulder to shoulder in a compact group.

At higher speeds the bunch will take on an arrow-head formation, and at even higher speeds it will stretch into one long line as each riders seeks shelter behind the one in front. Riders need to know the best method of moving up in the field, taking advantage of any shelter afforded by other riders to save their energy for attacks or later in the race. Safety is important. Remind riders to look over their shoulder before making any move to ensure that they do not collide with any other rider overtaking them. It is also courteous and common sporting practise to warn other riders of any obstacles in the road such as glass, potholes or other hazards. Remember, most riders compete within a relatively small population and are likely to meet the same competitors in the future.

Riders need to look ahead, not solely concentrating just on the wheel or saddle in front of them. They need to practise the art of using both eyes: to look up the road to anticipate any obstacles, change in race direction or attacking moves and at the same time to be aware of the proximity of the riders immediately around them, watching for tell-tale signs such as a change in gear, use of the rear brake, riders glancing over their shoulders or down at the wheels behind them prior to making a move. When there are cross-winds, the place to be is in the

first 10 or 15 riders, where you will find a group that is prepared to work through-and-off. Once you make this group, you will find it easier (and safer) to be working here, than be involved further back with the scrabbling to follow a wheel in the gutter, along with the other no-hopers, and potential crash victims. If you cannot get into this first group (echelon) then try to form a second echelon as shown later.

Other advantages for a rider positioning himself well up in the field, are that he has the ability to both launch, and respond to attacks, he has fewer riders to watch, and he can be more in control of picking his ideal racing line. This is something that cannot be achieved from the back of the bunch. Also, if pressure splits the bunch, the rider nearer the front is more likely to be in, or be able to get himself into, the leading group.

 

When you have entered as a team, you should discuss beforehand how you can best use this advantage over individuals and other teams. You may have one or more riders capable of making a break, and /or riding alone to a potential win. In this case decide who is going to go with the first break; if it is brought back then the next team mate goes with the second break, and so on until when and if the last break stays away. Do not chase down a team mate, or chase a break that has a team mate in it – it is up to your rivals to do the work if they want to get across or close the gap. However, there is no reason why you cannot join the chasing group and get an easy ride up to the break (by sitting on the back), your team now has a possible numerical advantage in the lead group.

Don’t forget to liase and talk with your team mates during a race, things can happen which alter pre-race tactics, such as a crash. Always be positive with each other, even if you feel you are on an off day – if you ‘talk the talk’, you and they will find it easier to ‘walk the walk’. Be careful though not to all ride close together as a team, if there is a crash you may all be involved, if the bunch splits you can all be in the wrong half, if a break goes, you might all miss it.

 

This is one of the prime objects in road racing, and in the distance events on the track. To break clear of most, or all, rivals, thus enhancing the odds for that win which your rider has set his heart on. As a general rule, all successful breaks are formed when conditions are at their toughest, such as on a climb, into a cross wind, on a series of sharp bends. Breaks can also form when the bulk of riders have relaxed and are off guard, such as immediately after a prime or after the pursuit of an earlier break-away. If a rider can be brought up to appreciate these facts, then he will be in a much better position to make his break, to go with another break, or to counteract

a break being made at an unsuitable time. When in the process of establishing a break, riders must be prepared to commit themselves fully so that the initial effort creates a sizeable gap between the break-away rider (group) and the bunch. Once this gap is established, then it requires great determination on the part of the chasers to close it. Many riders will be happy to try a solo across a 100 metre gap, but double the gap, and potential chasers will

be reduced. If the break is going to succeed it is important that any rider trying to bridge the gap does not merely

tow the rest of the bunch up to the escapees. Those bridging the gap must put total commitment into their effort to cross from one group to the next. If one or two others share the work, then the task will be easier. However, if the break becomes too large it may disintegrate as not enough riders will be committed to ensuring that it succeeds. An experienced rider can quickly assess the potential of the break, if he has studied his rivals, and will

know how many workers are amongst his companions; if there are any strong sprinters there; how many have team mates in the bunch; how many will work but are unlikely to last to the finish etc, etc.

This sort of knowledge will come with regular race analysis, but the less mature rider can look to the reactions of his more experienced break-away companions, to help in assessing whether he should continue his commitment to the break, or ease and wait for reinforcements. If a rider misses the break, then he must get across the gap as quickly as possible and it is no use wondering whether to work or not, he must get across, if it looks a winner, otherwise he will be racing for minor placings. Of course if enough people are after the break, and a rider has team-mates up there - he can have any easy ride over to the break, reserving energy for further developments.

But, even with team-mates in the break, there may come a time when he must put pressure on his pedals,

just to make sure that he does cross the gap – do not look for other people to do the work on every occasion. In chasing a break, never get stuck in no man’s land between the bunch and the break. Unless you can see reinforcements coming up, sit up and wait, or when others do catch you, they will simply use you as a stepping stone to the break.

 

Meanwhile, up with the break, all riders will be working hard to hold their lead, and even increase it, and one must beware of getting rid of lesser riders at an early stage. Such riders (if they are working hard) are worth retaining until the break is well established. At that stage subsequent attacks in the build up to the finish will see them off. If one gets rid of two lesser riders without good reason, one may suddenly find that this action introduces several of their team-mates to the chase, and is a factor which causes the failure of the break-away group.

Beware of new arrivals to the break, as they will often try and solo through the group and split it up. Be ready for this, and go with the new arrivals. If you are now a bit tired and would like to ease for a while, then give the new arrivals a false impression by doing a few really hard turns on the front and they may well be conned into over-estimating your reserves and allow the break to reform.

 

When in an established break, riders must bear in mind that their ultimate aim is to break clear and win alone, and that other riders will be having exactly the same thoughts. So think about these rivals and their likely actions and be prepared to answer attacks and possibly use them as stepping stones for your own ambitions. At this stage, it is permissible to ease slightly and prepare for a big effort. This does not mean sitting in at the back of the break - it means a slightly short turn at the front, or a little less intense effort on the front. If everyone starts to look for an easy ride, then even a well-established break can come back through the efforts of determined

chasers. In bigger events, more often contested by teams rather than disparate individuals, riders may be

linked by radio to their team manager in a car in the following cavalcade, listening to details being relayed

over race radio. In these cases, the manager may have a specific strategy for his riders and will expect them to respond accordingly. However, all riders need to be able to read a race for themselves, to conserve and use their energy effectively and to take advantage of any opportunities that arise.

 

The result of any race depends on the order in which riders finish. How well do riders appreciate this I wonder, there are no prizes for racing hard for much of the distance if you don’t maximize your efforts at this crucial time. Often one hears post race gripes about the plaudits going to a rider who ‘just sat in the whole race’.

Well, think about that rider – maybe his fitness prevented more active participation in the race as it unfolded, perhaps his best feature is a devasting sprint, possibly the course and conditions were less suitable to him than others, or maybe he had a team mate up the road in a break for much of the race. All are valid reasons for that rider to ‘sit in’ during the event until the crucial final sprint. He was simply being tactically aware, obviously his beaten rivals could be considered less aware, or they would have tried to put some distance between themselves and him.

When you are riding as a team whatever tactics may have unfolded during the race, it should be agreed beforehand on who is the best finisher if the race comes down to a sprint. The ‘sprinter’ can then be protected over the final miles with team mates chasing down potential escapees, one of them taking the sprinters bottle/s, another leading him out. Be aware of who the main combatants will be; and how they will fare according to the type of finish. Take note of the road conditions and wind direction in order to disadvantage the others and help yourself.

Everyone can sprint, it’s how you approach it that matters. When the sprint starts you should already be well positioned, 75% of the field will already have ‘lost’ – in just a few seconds the result will be decided, so you must give it absolutely 100% effort. There is nothing to lose at this stage, you can hardly get dropped 300 metres from the finish line, so just go for it like your life depended on it.

There now follows a random series of tips and items of general advice, many of which can loosely be described

as tactics, some are preparation and some are skills, but it is hoped that many will prove useful to the coach trying to help his rider in the broad tactical sense.

Try to relax during a race, mistakes are often made when a rider becomes tensed up. Eat and drink little and often, otherwise efforts can come to nothing. Skills are best learned at near competitive speeds. When you miss a break, don.t hang about get over that gap or you are racing for minor places. Position yourself in a break. Look for the biggest rider, the strongest rider. Avoid the small one or the bad bike handler. If one rider is going to the front very much harder than the rest, make sure that you are not the rider who has just finished at the front and is having to sprint like mad to get on the back of the break. For a break, .Out of sight, out of mind. is a good principle.

If you are a sprinter be ready for the non-sprinters who will try to get away even on the last kilometre. If you have a team-mate with you, get him to close the gaps and make sure you are on his wheel. Or get him to keep the pace high to discourage late lone efforts. If you want to split a break up - you can use exactly the same principles as you would use to form a break, or split a bunch. Remember there are such things as second, third and fourth echelons when you have missed the first one. You can allow a lone break to dangle off the front, but make sure you are capable of closing the gap. It can be an effective ploy to get some rest at certain stages of the race, but should certainly not be permitted near the finish, and must carefully watched at all times.

It is nice to win primes, but it is nicer to win races. No-one ever rides the World Championships because

of his habit of winning primes, but not races. Watch out for a fast start and don’t get caught out. Practise clipping into your pedals; this is essential for fast starts such as mountain-bike, cyclo-cross or criterium races. Similarly warm up and organise a fast start, if you feel that this will put your rivals at a disadvantage. This is especially applicable in stage races.

Check your tyres valves are properly closed after your tyres have been inflated. Check shoeplates, laces, (toestraps) before you start. It is worth renewing shoeplates (especially plastic ones) at least every season.

Luck has nothing to do with winning a sprint. The biggest element is surprise, especially if you are not

a top-line sprinter. Fast 10 and 20 km events on the track are ideal roadmans training to help to cultivate the type of effort which is needed to bridge the gap to a break. They are also ideal training for pursuiters. When cornering, keep your weight low. For a left hand bend, push your weight into the right hand pedal and vice versa for a right hand bend. Lean into the corner, (a very large element of steering comes from the saddle), keep your head up with eyes horizontal, always looking for your point of exit from the corner. You will find, with practise, that you can corner faster and safer than many of your rivals. Brake before the corner, not in it. 

Look for signs of fatigue in your break-away companions, so that you can take advantage of there distress.

But remember that they are looking for the same in you, so try to hide the symptoms if they are there (wearing dark glasses can be useful!). Use opaque bottles. Clear bottles telegraph exactly how much you have drunk or have left. If you are on the rivet, suffering, smile, if everyone is hurting and you are smiling, looking comfortable, this will send a strong psychological signal to your rivals that you are strong and they will be less likely to attack you. This is information which your rivals can use against you in their race strategy. No-one will be in every break, so learn to identify the danger moves, by the riders in the break, whether there is sufficient talent remaining in the bunch to pull a break back. In a stage race, be aware of the danger riders who could most profit by being in a break. A list of these key riders race numbers taped to the handlebar stem can be a useful reminder.

In stage races, riders are unlikely to be able to check the course beforehand. Combined with a cycle computer

for distance information, note some key features on the race profile and tape these to the handlebar stem to anticipate moves by others or to dictate your own race strategy, especially if there is no radio link-up with the team manager.

 

Watch out for attacks at feeding stations and be ready for them. If you want to make one, then make sure that you have stocked up with extra food and drink at the start. Team riders should practise skills such as collecting

bottles from their team car (It.s surprising how heavy and awkward 6 bottles can be especially when trying to regain the bunch at 40kph) and all riders should be competent at riding no-hands in order to put on or take off a race cape safely on the move.

Don.t try to break from the rear of the group. By the time you reach the front everyone will be waiting to jump on your wheel. Break from near the front and move diagonally away from the group, to try and prevent others getting the shelter of your wheel. Do not telegraph your attacks to all the other riders. They will anticipate your moves, follow your wheel and prevent your attack from succeeding. Practise puncture drill, and learn not to panic. Let the mechanic do his job, yours starts when the bike is ready for use again. Relax, have a drink, etc.

Riders in a team should have a puncture strategy, agreeing if another is going to give up his wheel to the team leader should the leader puncture, and perhaps a drill for others to hang back from the bunch in order to pace the team leader back into the race.

The echelon shows how to get maximum shelter in cross winds. Remember to reverse the principles if you want to give your companions a hard time, or even give a hard ride to the two sprinters who are trying to sit on the back of the break without working. Remember if they are in the gutter, apart from the lack of shelter and risk

of a fall, there is also a very high puncture risk. A few kilometres of this will usually persuade.

 

Mountain-biking and Cyclo-cross.

Starts are crucial in both these disciplines. Riders need to ensure that they are suitably warmed-up and race ready by the time they reach the start line. They also need to be proficient at clipping into their pedals immediately and ensuring that they are as near the head of the field as quickly as possible. Invariably off-road courses narrow to single track or obstacle areas. Riders at the front of the field have the advantage of being able to see the course ahead of them without it being obscured by other riders or having extra dirt being flicked into the eyes by

leading riders wheels, so they can pick the best racing line and they can delay riders behind them on

narrow sections if they need to take their time negotiating obstructions in these narrow areas. In many domestic races, after the start, most off-road rides tend to develop into individual time-trials with riders plodding around the courses as best they can. At higher levels of competition, riders will be faced with more riders of similar (good) ability and as well as specific bike-handling skills and selecting the appropriate choice of tyres or equipment for the conditions, race tactics become far more important, eg. knowing how to conserve energy when riding in a group, when to attack rivals and how to outsprint them.

The echelon in a cross wind. The riders in the echelon are sharing the work and recovering in shelter. Each one of the riders in the long line in the gutter is exposed to the wind all the time. Eventually weaker riders will drop back and leave gaps. In addition to receiving no shelter, the riders in the gutter are at much greater risk of falling, and also much more likely to puncture.

It is essential to get into the front echelon, joining on the windy side and immediately taking your share of the work. Joining the echelon at the back will merely mean that you join the line, tire, and fall back again.